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The article presents a study that evaluated the number, nature and location of accidents in relation to the immediate presence of roadside business and advertising in Iowa. This study was a graduate research project at the Iowa State College in Ames and conducted from March to December 1949. It assumed that all vehicles were to be in a roadworthy condition having serviceable safety devices and comparable driving aids. The study found that the driver may divide his attention between the road and many other points of interest.

This article focuses on the study that presents the results of an investigation of conformity of motorists in a traffic control situation, and to present certain critical considerations of the J-curve hypothesis of conforming behavior as stated by F.H. Allport, a social psychologist. In the studies referred to, the behavior took place in the presence of various types of traffic controls--stops signs, police officers, red lights, and white lines establishing traffic lanes. The modal form of the behavior, which furnished the backbone of the J curve and, according to the hypothesis, represents the complete fulfillment of the purpose of the regulation, is that of stopping completely. In the studies reported by Allport a double incentive to stop existed either in the form of cross traffic at right angles to that observed, together with a boulevard stop sign, or in the form of a police officer together with a red light. In a traffic situation in which the only external conformity inducing agency is a stop sign, the modal pattern is slowing rather than stopping. When the deviating behaviors are distributed on a telic continuum representing degrees of conformity, the resultant curve is skewed, but is not in form.

Travel-time connectivity is a key factor in defining a process of the spatial reorganization of man's functional establishments. A case study relating highway development with the growth in wholesale activity for selected cities in the upper midwest of the United States indicates that, aside from being a good surrogate of transport efficiency, travel-time connectivity is also a good measure of the relative advantage of a given place in attracting to itself the centralization and specialization of human activity. [ABSTRACT FROM AUTHOR]

After a decade of rapid road building in the fifties, the United States entered a decade in which the rescue and revival of public mass transport was the stated objective. During the sixties and continuing into the seventies, the emphasis of this official public policy has shifted from concern about congestion and inept land use, to the desire to meet air quality standards, and finally in response to petroleum fuel shortages. Yet, in spite of some significant gains in rescuing numerous municipal bus systems and providing needed capital improvements for many existing systems, the overall impact on U.S. urban mobility patterns has been relatively slight. The development of the concern about mass transport in the U.S. is reviewed in this paper, and the failure of the proposed technological panaceas is discussed. Future developments in terms of the evolution of existing systems are discussed in the light of recent successes, and a pattern of future urban transport is postulated. This paper was originally presented at the Symposium on Urban Public Transport at the University of Melbourne, Sept., 1973. [ABSTRACT FROM PUBLISHER]

This paper attempts to explore the specifics of how and why development occurs in the interchange complex, its effects on the operation and efficiency of the interchange, and the possible approaches being used and under consideration by various agencies in an effort to use more effective planning to alleviate the problem. Some aspects of the effects of development on interchange areas are traffic operations and various control measures are examined. In particular, such measures as non‐access extension and driveway controls, excess condemnation and easements, and zoning are discussed. In conclusion, it is pointed out that the reasons the available tools have not been more effectively utilized are: lack of intergovernmental communication and cooperation and too much political pressure for uncontrolled development. [ABSTRACT FROM PUBLISHER]

Pedestrian road accidents show a marked peak for children aged 5, 6 and 7 years with boys twice as involved as girls at these ages. Howarth el al. (1974) described a framework in which measures of exposure wore defined and related to the accident statistics to obtain estimates of absolute levels of risk for different categories of pedestrian in different traffic situations. The present paper describes a survey of children's exposure carried out to provide suitable data for this quantitative analysis. We interviewed a representative sample of Nottingham schoolchildren about their journeys in the previous 24 hours and recorded the number of roads crossed and the traffic densities of these roads. The measures of exposure obtained are presented in relation to the accompaniment of children on their journeys, the type of area in which they live and time of day. Risk was assessed by relating exposure measures both to the national and local accident statistics. The analysis provides estimates of the risk to children of different ages and sex in their normal pattern of road crossing and in crossing roads of different traffic density and indicates that the accident statistics alone considerably underestimate the degree of risk to children under the ago of eight. Interviews with a sample of the parents of the children suggest that children may provide a more accurate measure of their exposure than do their parents. [ABSTRACT FROM PUBLISHER]

A simple exercise test for estimating physical fitness is described. It seems superior to the standard Harvard Step Test because of the extreme simplicity of its administration; the fact that it does not limit subjects' performance largely through local muscular fatigue; and because no special equipment is necessary for its performance. This test also seems to be able to appraise subjects' fitness better than the Harvard Test. [ABSTRACT FROM PUBLISHER]

Previous studies suggest that the use of the dipped headlights on urban traffio routes lit by street lighting is undesirable because of glare, yet it is often contended that present marker lights are not adequately conspicuous. An investigation was therefore carried out, using appraisal techniques, to determine the intensity of vehicle front lights which will be adequately conspicuous without being too bright. It was found that the intensity requirements were largely independent of observer attributes, the luminance of the road surface and its surrounds and the number and movement of the vehicles. However, the results suggest that conspicuity and brightness are different attributes of a light. While both increased with increasing luminous intensity, the observers found that, for a given intensity, a larger source was the more conspicuous but that a smaller caused t he more discomfort. Optimum lighting appears to be a town beam, based on dimming the present dipped headlight, giving a straight ahead intensity of 80 ed. If the light is based on the small diameter marker light this value needs to be doubled to give adequate conspicuity, but then this light will be regarded as too bright in about one observation in twenty. [ABSTRACT FROM PUBLISHER]

This paper is concerned with a problem area of increasing interest, namely the traffic characteristics of specific generators located on non‐residential land use. It concentrates on the problem of modelling traffic generation for goods, service and business movements at the manufacturing establishment. Firstly the contributions of earlier researchers are reviewed in the context of factors which have been considered important. Then a further study conducted by the author in Sheffield and in Manchester, England, is described. This study considers more rigorously than hitherto the questions of similarities in trip rates over different manufacturing activities and geographical areas, and of the choice of explanatory variables. Comparison of regressions is used to formalize indications of similarities in trip rates, and analysis of variance for choosing the most satisfactory explanatory variables. The study provides evidence of similarity in trip rates over seven different manufacturing activities and two geographical areas. It also shows distinctions between different non‐work traffic types in the extent of similarities in trip rates over different manufacturing activities and in explanatory variables for traffic generation relationships. Regarding the latter it is concluded that it is not possible to model accurately such traffic movements on the basis of explanatory variables which are normally available. Instead trip rates should be expressed in simple mathematical terms and should be based on large data populations. The study also makes contributions on peak flow factors for the actual design of facilities of manufacturing establishments. These findings and others are discussed in the context of the work of earlier researchers. Finally conclusions are drawn and guidance offered for future work into this problem. [ABSTRACT FROM PUBLISHER]

To decide on the appropriate size and layout of booking halls and passenger interchanges it is necessary to have some knowledge of how flows of pedestrians affect one another. This paper describes a study that was undertaken by the Operational Research Department of London Transport Executive to extend previous work on unidirectional flow to the conflict situation. Pedestrian movement was filmed at a site in Victoria Station, London and statistical regression analysis was used to determine the relationship between the size of crossing flows and the speed of movement. It appears that a useful design criterion is the total of pedestrian flows per metre width over all conflicting directions. In order to keep the delay to 50% of unimpeded time a limit of about 70 persons per minute is indicated. [ABSTRACT FROM PUBLISHER]

The decline of railway passenger train patronage and the deterioration of service in the United States have led the U.S. Government to assume control over the operation of trains via a quasi‐federal corporation called “Amtrak,” but some basic causes of the decline remain and new problems will arise as a result of this action. Two results of the neglect to assess external costs against the various transport modes is an unbalance in favor of those with the higher external costs and the continued, seemingly fundamental, unprofitability of railway passenger service, which exists even for equipment that operates at capacity! Some way of collecting external costs will have to be found, and the problems created by the new intrusion of the U.S. Government into transport will have to be faced. [ABSTRACT FROM PUBLISHER]

A computer program has been developed which will take as input a list of bus trips to which vehicles are to be allocated, and will produce a schedule covering these trips. At intermediate stages of the solution process infeasible schedules are produced using fewer vehicles than would be necessary for a feasible schedule. Inspection of these schedules by management shows where revision of trip times would lead to a reduction in the number of vehicles required, and the computer will continue towards a feasible solution, incorporating any revisions made by management. The method is heuristic, the objectives being first to minimise vehicles, and second, to minimise empty mileage. The solution is optimal, or near optimal, and successful applications are described. [ABSTRACT FROM PUBLISHER]

A model is developed to describe and to predict the patterns of regional recreational travel. The model is designed in such a manner to allow its calibration and use without the need to conduct extensive travel surveys in a large region. To allow its use for prediction, the model is based on a causal structure and attempts to derive recreational travel demand from behavioural variables. The main hypothesis of the model is that the amount of recreational travel a recreation area attracts is affected by the accessibility of this area to points of demand potential and by its attractiveness relative to the recreation areas. The calibration is founded on actual data on recreational travel to national forests in California, U.S.A. It is found in the calibration that accessibility to demand potential is the single most important determinant of recreational travel attraction. A simple relationship is derived to relate travel to each national forest to the relative accessibility of the forest. The model is calibrated and statistically validated. It is suggested that when constructing travel demand models simplicity be sought, even at the risk of the loss of some explanatory power. In the calibration of such models statistical significant is more important than the ability to reproduce observed patterns. [ABSTRACT FROM PUBLISHER]

A decade of increasing Federal attention to urban transportation needs has culminated in the 1970 Urban Mass Transportation Assistance Act. This Act is intended to provide 10 thousand million dollars over the next 12 years in Federal assistance money to urban public transportation systems. This paper examines the needs of selected U.S. cities as a basis for (1) understanding the vast, various and complex transportation needs of urban areas throughout the country, and (2) assessing the sufficiency of these funds. The sample cities have been placed into three broad categories based on the state of development of their transportation systems. In Category I cities, the essential need is to ensure the survival of bus systems for the use of non‐drivers, or to provide some other viable alternative to the automobile; in Category II cities, the primary needs are to relieve auto congestion and to improve public transportation components, while in Category III cities, the primary need is massive investment to improve and to extend public transportation facilities. It is concluded that the presently intended Federal funding level for transportation will not meet the financial requirements of the Category III cities. [ABSTRACT FROM PUBLISHER]

Since the first pilot scheme for area‐traffic control was introduced in the city of Montreal (1959–60), computer control of traffic in urban areas through the adaptation of existing traffic‐signal systems has been provided to an increasing extent. This area of work may pose problems for the professional traffic engineer whose background in computer technology and general digital electronics may be limited. In considering the engineering implications of such schemes a systems approach is important and is adopted here. Three existing and representative schemes are briefly mentioned in order to outline basic features. A more detailed examination of the various system elements follows with mention of data collection and transmission, and the role of the control computer. The paper continues with a reconsideration of the three representative schemes in the light of the detailed treatment of system components. It concludes with a tentative assessment of the present position of area traffic control schemes and some suggestions as to the future development. [ABSTRACT FROM PUBLISHER]

The evolution of Georgia's multi-county (area) planning and development commission has been and is a unique phenomenon in community development. Locally created within the framework of enabling state legislation, these commissions, by sharing local resources and augmenting these with state and federal funds, have operated effectively as a type of delivery system in a variety of ways for these constituent communities, cities, and counties. In order to accomplish this overall mission, certain program elements have been observed in the work of area planning and development commissions: goal formulation, fact-finding and research, project development and conduct, coordination, public information and education, technical assistance and advice, problem and opportunity and identification and citizenship participation. In their efforts to operate effectively as community development entities, the APDC's are confronted with several issues of immediate moment: better formulation of strategy, degree of involvement in implementation, provision of governmental services, board make-up, boundary determinations and inter-APDC competition. The purpose of this paper is to yield some insights into certain aspects of the area planning and development commissions in Georgia illustrative of a special type of community development. [ABSTRACT FROM PUBLISHER]

Experiments on the rate of human information transmission show that the relation ship between performance and demand, depends upon time history of demand; beyond overload, performance does not recover at the expected rate as demand is reduced. The resulting ‘ hysteresis ’ effect increases after moderate doses of alcohol. Some implications of these results in real-life situations are discussed. [ABSTRACT FROM PUBLISHER]

This study was concerned with examining driver patterns for three different sized vehicles (small cars, family cars, trucks and buses) through an intersection controlled by a traffic signal. Observations were made morning, noon and afternoon, when there was precipitation and no precipitation. Records were also kept as to whether the drivers wore alone or with passengers and whether the drivers were males or fomales. Results were found showing that family car drivers were the most cautious and that small ear, truck and bus drivers were approximately similar to each other, being less cautious. Drivers with passengers were more cautious and did not violate the law by passing a red light as frequently as did drivers without passengers. Approximately similar driving patterns were found for males and fomales. Different driving patterns were obtained for the three-sized vehicles during morning, noon and afternoon, when there was precipitation and no precipitation. [ABSTRACT FROM PUBLISHER]

The article discusses significant issues in land use and transportation systems. It starts by noting the complexity of traffic in land use planning. It likewise highlights the importance of land use patterns and modes of transport systems in the cultural landscape. Moreover, it presents a research study on the difficulties and problems encountered in land and transport systems. It also asserts the role of land planners to consider tasks aimed for the achievement of desired objectives in cities or regions.

In the scientific literature on automobile driving, little attention has been devoted to how drivers interpret nonverbally the locomotive intentions of other drivers, and how they communicate their own intentions in return. The view presented in this brief discussion is that mutually understood patterns of social expectations (norms) develop out of the realities of the driving situation. These shared expectations then serve as the basis of nonverbal communication. Examples are given of how confusions result when normative expectations are not shared, and of the process by which new drivers learn the norms. [ABSTRACT FROM AUTHOR]

We want to do three things in this paper: (1) to propose a more general probability model than the one considered by Toby or Davies for dealing with the number of buses a student would see, on the average, going in the wrong direction; (2) to show that, with this general model, one would not see more wrong-direction buses, or the same number of wrong-direction buses, as suggested by Toby and Davies, but fewer wrong-direction buses; (8) to question the advisability of using a student's experiences with wrong-direction buses as the way to shake his faith in the validity of personal experience. As Davies has said, clarification is especially necessary now that Toby's paper has appeared in books of readings designed for the course in introductory sociology. [ABSTRACT FROM AUTHOR]

Goddard J. B. (1970) Office communications and office location: A review of current research, Reg. Studies 5, 263–280. The paper first establishes the growing importance of office type activities, the role of communications in office location and the problem of assessing the likely impact of future telecommunication systems on location. Three basic research questions are suggested. First, what forms of personal contact could be satisfactorily maintained by future telecommunication systems? Second, what are the patterns of communication within and between existing organizations and do these reveal characteristics that suggest strong locational constraints or substantial volumes of contact that might be transferred to telecommunications, so enhancing locational flexibility? Third, how with knowledge of existing communications patterns and of substitutability, can decisions about location be made to take account of communications characteristics? Finally, how can knowledge about contact systems be used by planners to influence patterns of regional development? These questions are approached by reference to current research into each topic. The first topic covers management science research into communications behaviour and laboratory experiments into the characteristics of person to person communications in relation to the characteristics of various communications channels. The second topic covers field surveys of contact patterns in 80 central London offices and 100 Swedish companies and a classification of these contacts using latent profile analysis. The third topic covers an operational research approach to the location of government in which communications characteristics are incorporated in a management decision-making model. The paper concludes with some comments on the implications for regional planning of telecommunication developments. [ABSTRACT FROM PUBLISHER]

Farbey B. A. and Murchland J. D. (1967) Towards an Evaluation of Road System Designs, Reg. Studies 1, 27–37. The problem is to evaluate different road network designs for a new or expanded town, with a detailed numerical calculation of those features judged significant. Certain fixed assumptions are involved, including a network specified by the designer together with the location of homes and jobs, and the assumption that travellers will choose the quickest route on the network. The model has been developed as a computer programme: EGTAC (Elementary Generation of Traffic and Assignment and Costing). This gives an evalution of both the cost of providing the facility and the cost of using it for the journey to work. Preliminary results in the case of an expanded town show very similar cost patterns for three different designs. [ABSTRACT FROM PUBLISHER]

It is generally accepted by town planning theorists that there is an approach to planning which may be termed “organic”; moreover, it is widely held that the organic approach is a valid and proper one. Consequently, the term “organic” has achieved a firmly entrenched position in the planner's vocabulary. The concept, however, has not been adequately defined, and the loose usage of the term indicates a wide spectrum of meaning. This paper is concerned with postulating the validity of the organic concept; with attempting a more precise definition of the term; and with examining the organic connotations of some of the more significant town planning theories in the light of the concept as here defined. [ABSTRACT FROM PUBLISHER]

The Penn Jersey Transportation Study was created to prepare a plan and program for transportation improvement in the nine-county Camden-Philadelphia-Trenton metropolitan region. The former Executive Director of this million-dollar-a-year planning program reflects on key policy issues that had to be settled during the first three years, as well as the administrative problems of organizing, stating, financing, directing, and designing research for the complex set of studies. From the outset, it was recognized that the scope of the recommendations had to include not only all forms of intra-regional transportation, but associated land use patterns as well. The PJ program also aimed at creating such governmental organizations as might be necessary to conduct a continuous planning process and transportation improvement program in future years. [ABSTRACT FROM PUBLISHER]

The conceptual approach to center-city problems is at least as important as are the methods employed in their study. CBD analysis is nothing if not purposeful, whether it is intended to support a public policy for conservation of tax revenues or to help business firms determine their locations, either within or near the center or at a distance from it. Whatever our intentions respecting the CBD, we must recognize that it is a vital component of the total urban structure, obeying certain “laws” of development and change, whether we understand these laivs or not. The CBD is not only the most intense concentration of activities in each metropolitan area, it is the heart and brain and prime mover as well, inseparable from the metropolis as a whole. [ABSTRACT FROM PUBLISHER]