HE 
 
 
 335 
 
 
 IVllSp MclMTYfS: 
 
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 PRlL! VII NARY 
 TOPiCALOUTLINE 
 
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 OFmEI-XONOMICS 
 
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 OF HIGHWAY 
 TRANSPORT
 
 GIFT OF 
 
 Charles H. Titus
 
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 :'V::a-^.'V.^' 
 
 PRELIMINARY 
 I TOPICAL OUTLINE of Ihe ECONOMICS 
 of HIGHWAY TRANSPORT 
 
 LEWIS W. McINTYRE 
 
 ^Assistant Professor of Civil Engineering, University of Pittsburgh; 
 
 Associate Member, American Society of Civil Engineers; 
 
 Member, Society for the Promotion of Engineering Education 
 
 Prepared for the 
 
 HIGHWAY AND HIGHWAY TRANSPORT 
 EDUCATION COMMITTEE
 
 
 THE HIGHWAY AND HIGHWAY TRANSPORT 
 EDUCATION COMMITTEE 
 
 WILLARD BUILDING, WASHINGTON, D. C. 
 
 Appointed May 28, 1920, by Dr. P. P. Claxton, 
 Fcnner Commissioner of Education. 
 
 John J. Tigert, Chairman, U. S. Commissioner of Education. 
 
 'j^hos. H. MacDonald, Chief, Bureau of Public Roads, Department 
 oi Agriculture. 
 
 J'. C. Boggs, Colonel, Corps of Engineers, U. S. A., representing 
 the War Department. 
 
 Roy D. Chapin, President, Hudson Motor Car Company, repre- 
 senting the National Automobile Chamber of Commerce. 
 
 F. L. Bishop, Dean of Engineering, University of Pittsburgh, rep- 
 resenting the Society for the Promotion of Engineering Edu- 
 cation. 
 
 Harvey S. Firestone, President, Firestone Tire and Rubber Com- 
 pany, representing the Rubber Association of America, 
 
 W. S. Keller, State Highway Engineer of Alabama, representing 
 the American Association of State Highway GfiEicials. 
 
 H. W. Alden, Vice President, Timkin Axle Company, represent- 
 ing the Society of Automotive Engineers. 
 
 W. C. John, Acting Director. 
 
 Pyke Johnson, Secretary'.
 
 PRELIMINARY 
 
 TOPICAL OUTLINE of the ECONOMICS 
 
 of HIGHWAY TRANSPORT 
 
 LEWIS W. McINTYRE 
 
 Assistant Professor of Civil Engineering, University of Pittsburgh; 
 
 Associate Member, American Society of Civil Engineers; 
 
 Member, Society for the Promotion of Engineering Education 
 
 Prepared j or the 
 
 HIGHWAY AND HIGHWAY TRANSPORT 
 EDUCATION COMMITTEE 
 
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 355 
 
 f 
 
 PREFACE 
 
 This bulletin forms a part of a topical outline in the Eco- 
 nomics of Highway Transport and is issued by the Highway and 
 Highway Transport Education Committee as a part of their 
 work in furthering Highway Transport Education. It is issued 
 for a dual purpose. By its distribution to selected college or 
 engineering students it may assist them in forming a more definite 
 idea of the field of highway transport and aid them in getting a 
 vision of the opportunities for future employment in this field. It 
 is hoped also that in those colleges where courses in highway 
 transport are being given, or are being contemplated, it may assist 
 teachers of this subject in the formulation of adequate courses 
 with a minimum of duplicated efifort on their part. 
 
 As state and county officers have felt increasing pressure 
 demanding more adequate facilities for highway transport devel- 
 opment, they have felt the need for fundamental economic data 
 justifying the investment and expenditure of the funds entrusted 
 to them. It is felt that this outline may stimulate interest in the 
 economic phases of the subject and possibly aid in the equipment 
 of experts at our various Universities to whom the same officers 
 and tax payers alike may turn for the fundamental data on which 
 these developments may be built. 
 
 The outline makes no pretense of being either complete or 
 adequate. It has been limited in various ways. The newness of 
 the subject and the consequent lack of authoritative research make 
 definite conclusions and principles impossible. Its preparation 
 was not undertaken until December first and then only in addi- 
 tion to other work. The reason for this haste is the continued 
 urgent requests from the Schools of Engineering and Schools of 
 Economics of the country to the Committee that something of a 
 preliminary nature be made available for their use during the 
 second semester of the present school year. An efifort has, there- 
 fore, been made to avoid the expression of an opinion, but to 
 present both sides of debatable questions. 
 
 • Some of the topics are capable of considerable expansion; 
 their use will be determined by the local situation. Others may 
 be used almost as outlined. It is confidently expected that use 
 of the outline will develop innumerable suggestions for its re- 
 
 /S^.lOQft
 
 vision. Such suggestions or criticisms will be greatly appreciated. 
 The references by no means constitute a complete bibliog- 
 raphy of the subject; 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 published article and it is hoped that the more 
 important references may shortly be abstracted for more con- 
 venient 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 difificult. 
 
 For the very great help rendered in the preparation of this 
 outline by the suggestion of subject matter, the furnishing of in- 
 formation, the criticism of content, and the inspiration of personal 
 contact, acknowledgment is made to the following: 
 
 Agg, T. R., Professor of Highway Engineering, Iowa State 
 College. 
 
 Banham, W. J. L., General Traffic Manager, Otis Elevator Com- 
 pany, New York City. 
 
 Beard, Harriet E., Supeprvisor, Safety Education Department, 
 Detroit Public School. 
 
 Bester, O. E., Department of Transportation and Communication, 
 U. S. Chamber of Commerce. 
 
 Bibbins, J. Rowland, Manager, Department of Transportation and 
 Communication, U. S. Chamber of Commerce. 
 
 Blanchard, A. H., Professor of Highway Engineering and High- 
 way Transport, University of Michigan. 
 
 Broisseau, A. J., President, International Motors Company. 
 
 Daugherty, N. W., Professor of Civil Engineering, University 
 of Tennessee, 
 
 Dickinson, Dr., Society of Automotive Engineers. 
 
 Fairbank, H. S., Senior Highway Engineer, Bureau of Public 
 Roads. 
 
 Fenn, F. W., Secretary, Motor Truck Committee, National Auto- 
 mobile Chamber of Commerce. 
 
 Goldbeck, A. T., Engineer of Tests, Bureau of Public Roads. 
 
 Goodrich, Earnest P., Vice President, Technical Advisory Cor- 
 poration, New York City. 
 
 Hall, Mr., Traffic Manager, U. S. Trucking Corporation, New 
 York City. 
 
 Harger, W. G., Resident Engineer, Fuller and McClintock, New 
 York City. 
 
 Hargraeves, R. D., Hargraeves, Inc., Detroit.
 
 John, Walton C, Specialist in Rural and Technical Education, 
 Bureau of Education. 
 
 Johnson, A. N., Dean, University of Maryland. 
 
 Johnson, Pyke, Secretary, Highway Committee, National Auto- 
 mobile Chamber of Commerce. 
 
 Lewis, Nelson P., New York City. 
 
 McCandliss, L. C, Assistant Professor of Civil Engineering, 
 University of Pittsburgh. 
 
 Meixel, Harry, Secretary, Legislative Committee, National Auto- 
 mobile Chamber of Commerce. 
 
 Pride, George H., Borden Building, New York. 
 
 Rea, A. L., Assistant Treasurer, U. S. Trucking Corporation. 
 
 Robinson, Frederick G., School of Business and Civic Adminis- 
 tration, College of the City of New York. 
 
 Shertz, Harold S., Wharton School of Finance and Commerce, 
 University of Pennsylvania. 
 
 Walters, George A., Deputy Commissioner, Detroit Police De- 
 partment. 
 
 Whitten, F. A., Chief Engineer, General Motors Company, 
 Pontiac, Michigan. 
 
 The list of contemplated topics, a portion of which are pub- 
 lished in this bulletin and the remainder of which it is expected 
 will be published at an early date, follows : 
 
 University of Pittsburgh, January 14, 1922.
 
 TENTATIVE CONTENT OF OUTLINE 
 
 I. THE FIELD OF HIGHWAY TRANSPORT. 
 
 (1) The Development oe Highway Transport. 
 
 Steps in the development; relation of transportation 
 to civilization; problems awaiting solution; magnitude 
 of the problems; the highway program; the field for 
 trained men; salaries available; probable future de- 
 velopment. 
 
 (2) Interrelationship oe Highway, Railway and 
 
 Waterway Transportation. 
 Correlation of all forms of service (Cincinnati plan, 
 unit containers, store door delivery, etc.) ; the electric 
 railway and highway transport ; the steam railway and 
 highway transport; the waterway and highway trans- 
 port. 
 
 (3) Traffic Engineering and City Planning. 
 
 Relation of transportation problems to city planning; 
 historical development of city transportation; street 
 traffic problems; street railway problems; traffic regu- 
 lation. 
 
 II. THE HIGHWAY AND THE MOTOR VEHICLE. 
 
 (4) Highway Transportation Surveys. 
 
 The traffic census, its purpose, use, and limitations; 
 economic survey of transportation; needs of local in- 
 dustries; use of vehicle registration data; intangibles; 
 capacity; peak loads, etc. 
 
 (5) Economics of Location. 
 
 General considerations ; minor details of alignment 
 (distance, curvature, rise and fall and their effect on 
 the cost of transportation) ; ruling gradient and curva- 
 ture; typical calculations of the effect of these items 
 on operating expenses; justifiable expenditure for 
 their reduction; virtual profile. 
 
 (6) Economics of the Selection of Type of Surface. 
 
 Adaption of motor vehicle and highway to one an- 
 other ; limiting factors ; economical traffic unit ; typical
 
 calculation of economical traffic unit; other factors 
 effecting type of construction; economical life. 
 
 (7) Effect of the Vehicle on the Road. 
 
 Type of vehicle (horsedrawn, high-speed rubber-tired, 
 motor truck) ; stresses induced ; types of failure; effect 
 of weight; effect of speed; impact; experimental in- 
 vestigations; types of roads, rigid and non-rigid; traffic 
 intensity; unsprung weight; pneumatic and cushion 
 tires. 
 
 (8) The Effect of the Road On the Vehicle. 
 
 Stresses in the motor vehicle; stresses due to load; 
 twisting strains caused by road irregularities, shocks 
 caused by rough roads; driving shocks and loads; 
 braking shocks and loads. 
 
 III. THE LEGAL PHASE. 
 
 (9) The Motor Vehicle as a Common Carrier. 
 
 The trend of existing legislation ; operation on regular 
 routes; hauling for selected patrons; passenger serv- 
 ice; freight service; effect of regulation; result of non- 
 regulation; arguments pro and con; constitution of 
 the regulating body ; franchises and rate making. 
 
 (10) Analysis of Road Legislation. 
 
 Development of the theory of road laws; analysis of 
 existing laws; effect on transportation; possible 
 changes. 
 
 (11) Taxation and Licensing Laws. 
 
 Methods of taxation, gasoline tax, tonnage tax, tax 
 according to use, etc.; weaknesses of present systems; 
 outlook for the future. 
 
 iv. the principles of successful operation. 
 
 (12) Selecting the Vehicle. 
 
 General requirements; types available; vocational sur- 
 veys ; factors effecting selection ; body design ; trailers, 
 their advantages and when to use them; demountable 
 bodies; special bodies; tires. 
 
 (13) Dispatching and Routing. 
 
 Fundamental principles; scheduling; co-ordination of 
 loads and vehicles; zone system; analyzing routes by 
 time studies; m.inimizing delays at ferries, terminals, 
 etc.; selecting of routes; loading and unloading de- 
 vices.
 
 (14) Cost Keeping 
 
 Importance; desirability of uniform system; results 
 desired (economic unit, ton mile costs, etc.) ; data 
 necessary; National Standard Cost System; Commer- 
 cial Vehicle System; other systems. 
 
 (15) Maintenance. 
 
 Serious effect of improper maintenance; lubrication, 
 inspection; effect of over loading; effect of over 
 speeding, typical systems of maintenance; garage 
 problems. 
 
 (16) English Transport Methods. • 
 
 European transport problems and their solution ; types 
 of commercial vehicles; legislation in force in 1922; 
 highway transport methods. 
 
 (17) Safety. 
 
 Grade crossings ; guard rails ; footpaths, etc. 
 
 (18) The Human Element; Forms and Record 
 
 Systems, Etc. 
 Importance of esprit de corps and how to maintain 
 it; typical bonus systems; mechanical checking de- 
 vices; bills of lading, etc. 
 
 SELLING TRANSPORTATION. 
 
 (19) The Cost of Transportation. 
 
 Factors entering into complete cost of transportation; 
 crating, terminal charges, etc. ; effect of road condi- 
 tions on cost of highway transport. 
 
 (20) Economic Surveys. 
 
 Purpose; surveys of business operations; public haul- 
 age surveys ; community transportation surveys ; 
 motor truck terminals ; snow removal. 
 
 (21) Industrial Uses of the Motor Vehicle. 
 
 Farming; lumbering; mining; factory; construction; 
 municipal haulage. 
 
 (22) Transportation Uses of the Motor Vehicle. 
 
 As feeder to railways and waterways ; flanged wheel 
 equipment ; inter-city trucking companies ; rural motor 
 express ; motor busses ; local uses ; long and short rural 
 haulage. 
 
 (23) Exhibits. 
 
 Highway, rubber, and automotive exhibits.
 
 THE DEVELOPMENT OF HIGHWAY 
 TRANSPORT 
 
 I. EVOLUTION OF TRANSPORTATION. 
 
 A. Historical. 
 
 1. Loads carried on the backs of men and women. 
 
 a. Coolie labor. 
 
 b. Negroes carrying raw material from the interior of 
 Africa to the coast. 
 
 2. •Loads carried by animals. 
 
 a. Caravans of early Egypt and the donkey of Palestine. 
 
 b. Pack animals. 
 
 3. Invention of the wheel. 
 
 a. As early as 3,000 B. C. 
 
 b. Two wheel carts and chariots of ancient Babylon. 
 
 4. Use of waterways. 
 
 a. Very primitive peoples made use of waterways. 
 
 b. Inland waterways of the United States (4). 
 
 5. Highways (1). 
 
 a. Early Roman road system. 
 
 b. Boston Post Road. 
 
 c. York Road between New York and Philadelphia in 
 1711. 
 
 d. Lancaster Pike in 1792. 
 
 e. National Pike in 1811. 
 
 f. Early toll roads and bridges. 
 
 6. The railway (2). 
 
 a. Baltimore and Ohio started in 1828. 
 
 b. Greatest expansion since 1850. 
 
 (1) 70,000 miles built between 1880 and 1890. 
 
 7. The motor vehicle (3). 
 
 a. First appearance in 1899. 
 
 b. 411 motor trucks produced in 1904. 
 
 c. About 11,000 motor trucks produced in 1911. 
 
 d. 335,000 motor trucks manufactured in 1920. 
 
 e. About 1,000,000 motor trucks now registered in the 
 United States. 
 
 f. About 9,000,000 passenger vehicles now registered in 
 the United States. 
 
 g. The motor truck and the World War. (5) 
 
 8. The development of transportation on public highways. 
 
 a. The horse and buggy. 
 
 b. The stage coach or omnibus. 
 
 c. The horse car. 
 
 d. The cable car. 
 
 e. The electric railway. 
 
 (1) First four wheeled, then eight wheeled.
 
 f. The four wheeled one man car or automobile. 
 
 g. The trackless trolley and motor omnibus. 
 h. The motor truck. 
 
 B. Relation of transportation to civilization. 
 
 1. Civilization has followed trade routes. 
 
 a. Phoenicians spread eastern civilization. 
 
 b. Romans extended their civilization throughout Europe. 
 
 c. Columbus opened America for colonization. 
 
 2. Social intercourse a necessity for all men. 
 
 a. Dependent in the towns and small villages upon trans- 
 portation. 
 
 3. Education in rural communities dependent ifpon transpor- 
 tation. 
 
 a. Group schools, farmers' clubs, college extension 
 
 courses. 
 
 b. 10 more children in 100 secure an education where 
 roads are improved. 
 
 4. Distribution the greatest problem of our civilization. 
 
 a. American industry specialized and grouped in districts. 
 
 b. Food distribution dependent upon efficient transporta- 
 tion. 
 
 II. HIGHWAY TRANSPORT PROBLEMS. 
 
 A. Highways and vehicle one problem. (6) 
 
 1. Most efficient transportation the sole purpose of both. 
 
 a. Roads must not be located by political pressure or 
 local sentiment. 
 
 b. Heavy grades add millions to haulage costs. 
 
 2. Eflfect of the road on the vehicle as well as the vehicle on 
 the road must be considered. 
 
 a. Too sharp curves cut down speed as well as throw 
 heavy strain on tires. 
 
 b. Rough surfaces cause high maintenance costs on 
 vehicles as well as sharp impact on the road. 
 
 3. Problem concerns all, for all use the highway. 
 
 B. Future transportation must be co-ordinated. 
 
 1. Railway, electric railway, waterway, and highway trans- 
 port each have their economical uses and limitations. 
 
 a. Highway transport not a cure-all. 
 
 2. Lessons taught by the War. (7) 
 
 3. Over legislation concerning railways and its lesson. 
 
 4. Vision of future travel must determine what roads should 
 be built. 
 
 5. High constructon expenditures even though ultimately 
 justified must be deferred until a fairly complete system 
 of moderately usable roads is obtained. 
 
 10
 
 C. Most economical operation of motor vehicles must be estab- 
 lished. 
 
 1. Importance of proper vehicle selection. 
 
 2. Efficient dispatching and routing necessary. 
 
 3. Complete cost records of vital importance. 
 
 4. Proper maintenance essential. 
 
 5. The drivers' co-operation must be obtained. 
 
 6. Lessons from European experience. 
 
 7. Lessons from other users. 
 
 8. Human life must be protected. 
 
 IX wome questions to be answered. (6) (8) 
 
 L How much shall be spent to build a particular piece of 
 highway? 
 
 2. What expense is warranted to maintain that piece of high- 
 way? 
 
 What type of surface should be laid for the diflferent geo- 
 graphical sections? 
 
 4. The maximum traffic for which to be prepared. 
 
 5. How shall highway bonds be made gilt edge? 
 
 6. How shall we divide the responsibility of the government, 
 the state, and the county for highway construction, control 
 and maintenance? 
 
 7. What proportion of cost shall be borne by the vehicle? 
 
 8. How can the cost of vehicle operation be cut down? 
 
 9. What are sane regulatory laws? 
 
 10. How shall we tie highway, railway and water transporta- 
 tion together so that they will not compete but will serve 
 each other? 
 
 11. What effect have grades on the cost of hauling? 
 
 12. What effect have different surfaces on the cost of hauling? 
 
 13. What effect have curves on the cost of hauling? 
 
 14. What effect have different vehicles on the cost of tires? 
 
 15. How should motor vehicles be taxed? 
 
 16. Under what conditions should a road be improved to take 
 care of increased weight of traffic? 
 
 17. How shall traffic congestion in cities be met? 
 
 E. Magnitude of the problem. 
 
 1. Highway expenditures run into billions. 
 
 2. Automotive industry the second largest in the country. 
 
 3. 10,000,000 motor vehicles registered in the United States. 
 
 4. Efficient transportation necessary for the nation's existence, 
 
 5. Seventy-five millions Federal aid money appropriated for 
 1922. 
 
 6. In 1912 a Congressional Committee estimated a possible 
 saving of $504,000,000 annually in transportation costs 
 through improved roads. 
 
 a. Motor vehicle registration in 1912 only one million. 
 
 11
 
 7. Expenditures of the magnitude involved demand capable 
 highway officials. 
 
 a. Right brains can only be commanded by adequate 
 salaries. 
 
 F. The highway program. 
 
 1. Roads must be built as a country wide system. 
 
 a. 225,000 miles would cover three-fourths of the total 
 of the United States. 
 
 (1) No person more than five miles from a main 
 highway — average 2j/2 miles. 
 
 b. 30,000 miles would be included in a National system. 
 
 c. State and county systems selected by these respective 
 political units. 
 
 2. Highway improvements must be co-ordinated and contin- 
 uous. 
 
 3. Federal aid law of July 11, 1916. 
 
 a. Amendment of November 9, 1921. (9) 
 
 4. Eflfective maintenance essential. 
 
 5. National defense highways. 
 
 a. Pacific coast — 1,500 miles. 
 
 b. Canadian border — 3,700 miles. 
 
 c. Atlantic coast — ^2,000 miles. 
 
 d. Mexican border — 1,500 miles. 
 
 e. Gulf coast — 2,100 miles. 
 
 III. THE FIELD FOR TRAINED MEN. 
 
 A. Highway Engineers. (8) 
 1. In public service. 
 
 a. Qualifications. 
 
 (1) Fundamentals of practical road building. 
 
 (2) Fundamental knowledge of the motor vehicle. 
 
 (3) Fundamental knowledge of methods of highway 
 transport. 
 
 b. Duties. 
 
 (1) Location, construction and maintenance of high- 
 ways. 
 
 c. Field for employment. 
 
 (1) Commissioner, director, or chief of federal, 
 state, county, town or city highway department, 
 bureau or board. 
 
 (2) Chief engineer of such a highway body. 
 
 (3) Assistant chief engineer or member of chief en- 
 gineer's staff. 
 
 (4) Division or district engineer. 
 
 (5) Resident engineer. 
 
 (6) Bridge engineer, or bridge engineer assistants. 
 
 (7) Chemist, testing engineer, geologist. 
 
 (8) Economist, research engineer. 
 
 12
 
 d. Personnel needed. (8) 
 (1) Demand. 
 
 (a) 9,600 men with engineering training em- 
 ployed by highway bodies in the United 
 States outside of county and municipal 
 organizations. 
 
 (b) Ten per cent, replacements needed per 
 year — 960. 
 
 (c) Per cent, employed according to rank. 
 
 1. Above division engineer 5 
 
 2. Division engineer 12 
 
 3. Resident engineer 26 
 
 4. Below resident engineer 51 
 
 5. Unclassified 6 
 
 Total 100 
 
 (d) Increase of engineering control of roads ex- 
 penditures. 
 
 1. 1916—27 per cent. 
 
 2. 1917—35 per cent. 
 
 3. 1918—41 per cent. 
 
 4. 1919—46 per cent. 
 
 5. 1920—81 per cent. 
 (2) Supply. 
 
 (a) 1,000 to 1,100 graduates in civil engineering 
 per year. 
 
 1. Shared with railroads, construction com- 
 panies, and industries. 
 
 e. Salaries. (8) 
 
 (1) Range upward to $12,000. 
 
 (2) Salaries likely to be revised upward rather than 
 downward. 
 
 f. Other inducements. 
 
 (1) More chance of permanency than industrial posi- 
 tion. 
 Highway contracting. 
 a. Contractor. 
 
 (1) Qualifications. 
 
 (a) Same as highway engineer coupled with 
 business training. 
 
 (b) Few years with highway department good 
 apprenticeship. 
 
 (2) Duties. 
 
 (a) Construction of highways and highway 
 structures. 
 
 (3) Personnel needed. 
 
 (a) One billion dollars available for highways. 
 
 (4) Compensation. 
 
 (a) Profits limited only by ability. 
 
 13
 
 b. Highway engineer in employ of contractor. 
 
 (1) Qualifications same as for public service. 
 
 (2) Compensation limited by success of employer. 
 
 (3) Graduation into contracting ranks. 
 
 3. Salesmen for concerns manufacturing highway material 
 and machinery. 
 
 a. Qualifications same as for highway engineer plus busi- 
 ness training. 
 
 b. Compensation limited by size of concern — $4,000-$8,000 
 per year. 
 
 c. Graduation into business ranks. 
 Highway Transport Engineers. (8) 
 
 1. Qualifications. 
 
 a. Fundamentals of practical road building. 
 
 b. Possibilities and limitations of the motor vehicle. 
 
 c. How to anticipate trend and direction of urban and 
 suburban traffic. 
 
 d. How to relieve congestion. 
 
 e. Forecasting the weight and volume of traffic. 
 
 f. Mechanical upkeep, operating economics, adaptability 
 and types of motor vehicles. 
 
 2. Duties. 
 
 a. Transportation problems of communities and groups of 
 shippers. 
 
 (1) Where should the roads be improved? 
 
 (2) Should one or half a dozen trucks be purchased? 
 
 (3) What type of equipment should be selected? 
 
 (4) Example — Michigan Fruit Growers' Exchange 
 (8). 
 
 b. Transportation problems of the automotive industry. 
 
 (1) Accurate definition of customers' need. 
 
 c. Transportation problems of fleet operators. 
 
 (1) Selection of best routes. 
 
 (2) Selection of equipment. 
 
 (3) Economizing in operation. 
 
 d. Traffic regulation in cities. 
 
 3. Field for employment. 
 
 a. Federal, state and county offices. 
 
 b. Positions with large cities. 
 
 c. Industrial organizations operating big truck fleets. 
 
 d. Large motor service operators. 
 
 e Truck manufacturers and distributing organizations, 
 f. Ship-by-truck bureaus. 
 
 4. Personnel needed. (10) 
 
 a. Rapid growth of automotive industry has far outrun 
 the trained men available. 
 
 b. Future limited only by construction of good roads and 
 production of motor cars. 
 
 c. Automotive industry now second largest in United 
 States and limit not yet in sight 
 
 14
 
 d. Compare advancement with that of men who went into 
 railroading in its infancy. 
 
 (1) Now presidents of railroad companies. 
 
 e. Salaries available. 
 
 (1) Salary a secondary consideration in industry for 
 men who perform their duties well. 
 
 C. Motor truck fleet managers or owners. (8) 
 
 1. Qualifications. 
 
 a. Many failures due to lack of training of those in 
 charge. 
 
 2. Duties. 
 
 a. Transportation manager or general director. 
 
 b. Delivery superintendent — to oversee loading. 
 
 c. Maintenance superintendent — garage and repair work. 
 
 d. Operation superintendent — drivers and routing. 
 
 e. Cost accountant — to collect and compile costs. 
 
 3. Personnel needed. 
 
 a. Average fleet of five trucks involves an investment of 
 $30,000.00. 
 
 b. 20,000 such fleets in the country. 
 
 (1) All need one or more men in charge. 
 
 c. Fleet of ten five-ton trucks involves an investment of 
 $120,000.00. 
 
 d. 1,000 fleet managers per year needed of which at least 
 50 to 100 should be technically trained. 
 
 4. Salaries. 
 
 a. Up to $6,000.00 at present with highway transport 
 having practically developed since the war. (10) 
 
 b. Future advancement certain to be large. 
 
 IV. THE FUTURE OF HIGHWAY TRANSPORT. 
 
 A. Increasing mileage of good roads will bring greater use of the 
 motor vehicle. 
 
 1. More extensive use by farmers. 
 
 2. More rural motor express lines. 
 
 3. Rural post trucks used by Post Office Department. 
 
 4. Use by railroads to replace non-paying branch lines. 
 
 B. Short haul L. C. L. freight will probably be hauled by motor. 
 
 1. Growing realization of the economies that can be effected. 
 
 C. Development of separate high speed and heavy traffic roads 
 between congested centers. 
 
 1. Revival of toll roads. (10) 
 
 D. Elimination of street congestion. 
 
 1. Private rights of way. 
 
 2. Improved terminal facilities. 
 
 3. Heavy and light traffic streets. 
 
 15
 
 E. More economical operation. j 
 
 1. Improved routing, dispatching, and shipping room methods. ' 
 
 2. Growing appreciation of the importance of dehvery costs. 
 
 3. More use of loading and unloading devices. ' 
 
 4. Development of special bodies and special equipment. 1 
 
 F. Increased use of motor bus in passenger transportation. j 
 
 G. Increased understanding of the importance of motor traasport. \ 
 
 REFERENCES 
 
 I 
 MOST IMPORTANT 
 
 1. "Text book on Highway Engineering," Blanchard & Drowne, Chap. I. j 
 
 2. "Elements of Transportation," Emery R. Johnson, Chap. II. j 
 
 4. "Elements of Transportation," Emery R. Johnson, Chap. 36. • | 
 
 SUPPLEMENTAL 
 
 I 
 
 3. "Motor Truck Transportation," F. Van Z. Lane. Preface. ] 
 
 5. "The Motor Truck's Importance on the Battle Front of France," 
 
 Gen. Robert Lee Bullard, N. A. C. C. I 
 
 6. "The Economics of Highway Transport," Roy D. Chapin, N. A. C. C. ^ 
 
 7. "Similarity of Military and Commercial Motor Transportation," j 
 
 Colonel B. Taylor, N. A. C. C. \ 
 
 8. "Education for Highway Engineering and Highway Transport," 
 
 Bulletin No. 42, 1920. Department of the Interior, Bureau of 
 Education. 
 
 9. "Public Roads," December, 1921. 
 10. "Colliers' Weekly." January 28, 1922. 
 
 16
 
 INTERRELATIONSHIP OF HIGHWAY, RAILWAY 
 AND WATERWAY TRANSPORTATION 
 
 I. ALL FORMS OF SERVICE. 
 
 A. Transportation a service of a public nature. 
 
 1. Unified system necessary. (34) 
 
 a. Error in past has been in concentration on one form 
 for a time. 
 
 (1) One unit cannot profitably be favored above 
 others. 
 
 (2) Danger of overestimating value of highway 
 transportation. (33) 
 
 b. Compare with factory. 
 
 (1) Large machines for some processes. 
 
 (2) Small machines for other processes. 
 
 2. Rehabilitation of tranportation the pressing problem of 
 country. 
 
 a. Waterways fallen into comparative disuse. 
 
 b. Very few railroad stocks above par. 
 
 (1) Freight cars carry only half of their capacity. 
 
 c. Electric systems largely in hands of receivers. 
 
 d. Motor transportation retarded by lack of road devel- 
 opment. 
 
 (1) Burden of taxation. 
 
 (2) Adverse legislation. 
 
 B. Comparative Tonnage and Mileage. (1) 
 
 a. Railroads 2.504,000,000 tons in 191&— 259,000 miles 
 
 b. Highways 1,200,000,000 tons in 1918—2,753,333 miles 
 
 c. Great Lakes and Mississippi 90,000,000 tons in 1918— 
 15,000 miles of waterways. 
 
 C. Government Subsidization. 
 
 a. Railroads — Land grants to early railroads. 
 
 b. Waterways — Continual large governmental appropria- 
 tions. 
 
 c. Highways — Entire cost of road should not be charged 
 against transport. 
 
 D. Comprehensive plan needs. (35) 
 
 II. THE ELECTRIC RAILWAY. 
 
 A. Passenger service. 
 1. Public Attitude. 
 
 a. Use of trolley increasing in spite of handicaps. (2) 
 (1) Should not be subjected to unregulated competi- 
 tion. (3) 
 
 b. Public anxious to use motor bus even at increased 
 fare. (2) 
 
 (1) London Omnibus Company. (2) (4) 
 
 17
 
 (2) Fifth Avenue Coach Company. (2) 
 
 (3) Newark, N. J., jitney bus. (2) 
 
 c. Public generally antagonistic to street railway com- 
 panies. 
 
 (1) Motor bus as an aid to regaining good will, 
 (a) A help in meeting peak loads. 
 
 2. Electric railway must be a monopoly to survive. 
 
 a. Competing systems should be subject to the same taxes 
 and schedule requirements. (46) 
 
 b. Regulations must be regulative, not punitive. 
 
 c. Competitors' responsibility for accidents must be en- 
 forced. 
 
 3. Relative costs. (2) (26) 
 
 a. England. 
 
 b. Fifth Avenue Coach Company. (2) (5) 
 
 c. Chicago Motor Bus Company. (2) 
 
 d. Fay Motor Bus Company. (2) 
 
 e. Operating costs nearly all higher for busses than for 
 trolleys. (43) 
 
 f. Small capital charge the main economy for tlie bus. 
 
 g. Comparative example. (2) 
 
 4. Duplicate transportation facilities not desirable. (2) 
 
 a. Independent bus lines may be used where trolley 
 service is not available. 
 
 (1) Strict regulation as to schedule, responsibility, 
 etc. 
 
 b. Bus lines operated by trolley companies in conjunction 
 with trolley service. (2) (6) 
 
 (1) Saves unprofitable extensions. (7) 
 
 (2) Available for emergency service. 
 
 (3) Assists in meeting peak loads. 
 
 (4) Direct service avoiding transfer during rush 
 hours. 
 
 c. Municipal ownership. (2) 
 
 Freight Service. 
 
 1. Present conditions. (2) 
 
 a. Amount of freight transported small compared with 
 other agencies. 
 
 b. Cannot usually compete with railroads for long haul. 
 
 c. Cannot usually compete with trucks for short L. C. L. 
 haul. (41) 
 
 (1) Trucks furnish door to door service. 
 
 (2) Trucks eliminate terminal delays. 
 
 2. Field of the trolley. 
 
 a. For customers directly along its line. 
 
 b. Use of trucks as feeders very limited. 
 
 (1) Economy of operation offset by unloading costs. 
 
 18
 
 in. THE RAILWAY. 
 
 A. Passenger service. 
 
 1. Long haul. 
 
 a. Bus service feasible only in absence of rail service. 
 (1) Long distance motor coaching. 
 
 1. England. (8) 
 
 2. United States. (9) (39) 
 
 2. Short haul. 
 
 a. Commuter service will continue to be furnished by 
 railroads. 
 
 (1) Railw^ay right of way avoids city congestion. 
 
 b. Flanged wheel equipment. (10) 
 
 c. Flanged wheels in addition to regular wheels. 
 
 B. Freight service. 
 L Long haul. 
 
 a. Truck cannot compete in operating cost with railway. 
 (1) Ratio of labor required to tonnage. (1) 
 
 b. Trucks useful for very valuable cargoes, in case of 
 emergency, or absence of rail service. (47) 
 
 c. Speed vs. cost. (44) 
 
 2. Short haul. (11) (30) (32) (48) 
 
 a. Terminal charge a large part of railroad rates. (12) 
 (13) (31) (49) 
 
 b. Cartage charges must be included in cost to consumer. 
 
 c. Motor truck shipment usually includes (a) and (b). 
 
 d. Length of haul must be such as to render 
 transportation cost + terminal charges -f cartage 
 
 number of miles 
 less than motor truck transportation costs per mile 
 
 (1) Necessity for return loads. 
 
 (2) Motor truck costs should include road costs. (45) 
 
 (3) Much data needed. 
 
 (a) Effect of weather, grades, tractive resistance. 
 
 (4) Profitable radius of truck operation dependent on 
 this data. From 50-150 miles. (22) 
 
 e. Short haul unprofitable to railway companies. (12) (1) 
 
 f. Short haul L. C. L. freight ties up freight terminals. 
 (28) (29) 
 
 (1) Use of motor truck for short haul would increase 
 car mileage. (12) 
 
 (2) Short haul cars spend 9/10 of time loading. 
 
 (3) Cincinnati plan. (14) (15) (23) 
 
 (4) Unit containers. (16) (17) 
 
 g. Cars not used to capacity in L. C. L. service. (I) 
 
 (1) Compare cost of freight car and number of trucks 
 sufficient to carry average L. C. L. shipment. 
 
 19
 
 h. Comparative costs. (18) (19) (20) (25) (27) j 
 
 (1) Trucking costs must include liability for loss. ] 
 
 (2) Trucking companies must have responsibility for 
 expedition. j 
 
 i. Short lines vs. motor trucks. (1) (38) I 
 
 3. Correlation of facilities. ' 
 
 a. Trucks extend zone contributing to railroads. (1) 
 
 (40) (42) i 
 
 b. Highway routes operated by railroad companies. ] 
 
 c. Uniform bill of lading necessary for proper correlation. \ 
 
 d. Combination of delivery agencies. ] 
 
 (1) Store door delivery. (24) ! 
 
 J 
 
 IV. WATERWAYS. ! 
 
 I 
 
 A. Extent. (21) I 
 
 1. Present. j 
 
 a. Great Lakes. 
 
 b. Rivers. 
 
 c. Barge canals. 
 
 2. Increasing future on account of increase in stream regu- , 
 lation, irrigation and flood control projects. j 
 
 B. Passenger traffic. 
 1. A minor factor on account of speed. 
 
 C. Freight traffic. 
 
 1. Bulk products not demanding speed, transported cheaply. 
 
 2. hovf capital charges. 
 
 3. Need for more efficient organization and management. 
 
 D. Future outlook. 
 
 1. Deepening of Hudson River, 
 a. Great Lakes made seaports. 
 
 2. Mississippi River improvements. 
 
 3. Lake Erie and Ohio Canal, etc. 
 
 REFERENCES 
 
 MOST IMPORTANT 
 
 1. "Highway Transportation," George M. Graham. Proceedings of 
 
 eighth annual meeting of the Chamber of Commerce of the United 
 States. U. S. C. of C. 
 
 2. "The Motor Vehicle — Competitor or Ally?" George AI. Graham. Ad- 
 
 dress delivered at the convention of the American Electric Rail- 
 ways Association, October 14, 1920, N. A. C. C. 
 5. "Motor Bus Transportation," G. A. Green. Presented at annual 
 
 meeting of S. A. E., June 22-25, 1920. S. A. E. 
 11. "Federal Aid Highways," Thomas H." MacDonald. Proceedings of 
 eighth annual meeting of the Chamber of Commerce of the 
 United States U. S. C. of C. 
 
 20
 
 12. Report of Prof. Henry E. Riggs, Chairman of Committee on Inter- 
 
 relationship of Highway, Railway, and Waterway Transport, 
 National Traffic Association at Chicago. January 29, 1920. N. 
 A. C. C. 
 
 13. "Benefits of War Experience," Windsor T. White. Proceedings of 
 
 eighth annual meeting of the Chamber of Commerce of the United 
 States. U. S. C. of C. 
 
 16. "Motor Truck Transportation," F. Van Z. Lane, page 59. 
 
 20. "Motor Truck and Railroad Freighting," W. J. L. Banham. N. A. 
 
 C.C. 
 
 22. Discussion of Professor Riggs' Report at National Traffic Associa- 
 
 tion at Chicago, January 29, 1920. N. A. C. C. 
 
 SUPPLEMENTAL 
 
 3. "Power Wagon," October, 1921, p. 13. 
 
 4. "Power Wagon," December, 1921, p. 39. 
 
 6. "Power Wagon," December, 1921, p. 17. 
 
 7. "Power Wagon," November, 1921, p. 21. 
 
 8. "Power Wagon," December, 1921, p. 13. 
 
 9. "Power Wagon," December, 1921, p. 31. 
 
 10. "Municipal and County Engineering," December, 1921, p. 10. 
 
 14. "Power Wagon," July, 1921, p. 15. 
 
 15. "Distribution and Warehousing," April, 1921. 
 
 17. "Power Wagon," July, 1921, p. 15. 
 
 18. "Power W^agon," March, 1921, p. 21. Motor Truck Transportation, 
 
 F. W. Davis. ^ 
 
 19. "Power Wagon," December, 1921, p. 22. 
 
 21. "Elements of Transportation," Emery R. Johnson. 
 
 23. Monthly Bulletin, American Association of Port Authorities, May 1, 
 
 1920, p. 58. 
 
 24. "Store Door Delivery," A. E. Beck, Traffic Manager, M. & M. Assoc, 
 
 Baltimore, Transportation Committee of Federal Highway Coun- 
 cil, New York, December 10, 1920. 
 
 25. "Auto Truck Line Competes With Two Railroads," Eng. Record, 
 
 Vol. 74, p. 100. 
 
 26. "Commercial Motor Vehicles for Railway and Industrial Purposes," 
 
 G. M. Gamble. Ry. Gaz., Vol. 25, pp. 513-6, 569-72. 
 
 27. "Why We Use Motor Trucks Instead of Freight Cars," W. C. 
 
 Blades. Factory, Vol. 19, p. 536. 
 
 28. "Place of Motor Truck as Typical User Sees It," A. W. Douglas. 
 
 Factory, Vol. 19, pp. 898-9. 
 
 29. "Industries' Use of Highways and Motor Trucks to Relieve Freight 
 
 Congestion." Eng.-News, Vol. 79, pp. 1032-3, 1048-9. 
 
 30. "Car Shortage and Its Relation to Highway Work," C. M. Upham. 
 
 Eng. News, V. 79, pp. 1099-1100. 
 
 31. "When Ship Freight by Motor Truck and When by Rail," C. C. 
 
 Williams. Eng. News, V. 78, pp. 315-6, 660-1. 
 
 32. "Motor Truck Traffic and Highway Construction," H. E. Breed. 
 
 Eng. & Contr., V. 49, no. 18, sup. p. 36. 
 
 21
 
 33. "Freight Movement by Motor Trucks from Viewpoint of Carrier and 
 
 Public," H. E. Yound. Western Soc. of Engineers' Jnl., V. 26, 
 pp. 204-9. 
 
 34. "Motor Truck Transportation," F. W Davis. Eng. News, V. 85, 
 
 pp. 1194-5. 
 33. "Traffic and Transportation," A. H. Blanchard. Can. Eng., V. 40, 
 pp. 129-31 
 
 36. "Automotive Obligations Toward Highway Development," H. W. 
 
 Alden, S. A. E. Jul.. V. 6, pp. 161-2, pp. 426-32. 
 
 37. "War's Development of Motor Transportation," W. T. White. Good 
 
 Roads, n. s., V. 19, pp. 291-2. 
 
 38. "Railroad Officials Recognize Truck as Transportation Ally." Auto- 
 mot. Ind., V. 43, pp. 1201-3. 
 
 39. Engng. News. V. 84, pp. 568-71. 
 
 40. "Motor Truck Lines Successfully Operated by Interurbans." Elec. 
 
 Traction, V. 16, pp. 157-60. 
 
 41. "Freight and Motor Truck Competition Report." Elec. Ry. Jnl., 
 
 V. 56, pp. 125-6. 
 
 42. "Development of Public Motor Truck Transport in Germany." 
 
 Automotive Ind., V. 43, pp. 1251-4. 
 
 43. "Motor Busses or Trackless Trolleys." Gen. Elec. Rev., V. 23, pp. 
 
 331-4. 
 
 44. "Highway : Its Relation to Transportation." S. M. Williams. Good 
 
 Roads, n. s., V. 15, pp. 95-6. Eng. & Contr., V. 49, No. 10, 
 sup. 35. 
 
 45. "Discussion Has Failed to Reach Bottom of Highway-Truck Prob- 
 
 lem," W. E. Weller, Engng. News, V. 82, pp. 107-8. 
 
 46. "Motor Truck Competition," W. J. Whiteside. Elec. Ry. Jnl., V. 54, 
 
 pp. 981-2. 
 
 47. "Freight Haulage by Fleets of Motor Trucks." Engng. & Contr., 
 
 V. 49, sup. No. 1, p. 30. 
 
 48. "MotOir Trucks and Highway Transportation," M. B. Greenough. 
 
 Engng. & Contr., V. 49, pp. 157-8. 
 49 "Relative Economv by Truck and Railway," C. W. Baker. Engng. 
 News, V. 83, pp. 52-67. 
 
 22
 
 TRAFFIC ENGINEERING AND CITY PLANNING 
 
 I. INTERRELATIONSHIP OF TRANSPORTATION AND 
 CITY PLANNING. (1) 
 
 A. Transportation a vital factor in city growth. (5) 
 
 1. Life of community tends to crystallize in centers. (3) 
 
 a. Wholesale and retail district. 
 
 b. Amusement and educational centers. (5) 
 
 c. Park and playground areas. (5) 
 (a) Park units should be connected. 
 
 d. Warehouse and factory districts. 
 
 e. Freight and passenger terminals. 
 
 f. Residence communities. 
 
 g. EflFect of over segregation. 
 
 (a) Theaters and needle trades of New York City. 
 
 2. Zoning laws. 
 
 3. Intercommunication between centers. (3) (5) 
 
 a. Rectangular system. 
 
 b. Diagonal system. 
 
 c. Radials and circuits. 
 
 d. Topography and contour plan. 
 
 4. Ideal transportation system must provide. (1) 
 
 a. Easiest means of reaching each center. 
 
 b. Easiest means of passing through each center. 
 
 c. Easiest means of avoiding a center entirely by a by-pass 
 route. 
 
 B. Expediency often overweighs careful planning. (1) 
 
 1. Pittsburgh "Hump Removal" of only 14 feet. 
 
 2. San Francisco rebuilt without betterment of its street plan. 
 
 3. New York with three pieces of subway on Broadway. 
 
 4. Cleveland permitting disruption of "Mall Plan." 
 
 C. Economies in planning. 
 
 1. Non conformable construction eliminated. 
 
 D. Problems of Transportation in cities must be considered to- 
 gether. 
 
 1. Electric railways, waterways, and railroads. 
 
 2. Trucking. (4) 
 
 a. Classes : 
 
 (1) Truck livery. 
 
 (2) Pick-up and delivery. 
 
 (3) Trucking express. 
 
 (4) Freight transfer. 
 
 3. Terminal warehouse, and dock congestion. (4) 
 
 a. Losses through excessive haul. 
 
 b. Store-door delivery. 
 
 (1) Unit containers. (Sec Interrelationship.) 
 
 (2) Demountable bodies. (See Dispatching and 
 Routing.) 
 
 23
 
 c. Improvements in design. 
 
 d. Improved warehouse location. 
 
 4. Rush hour traffic congestion and freight movement. 
 
 5. Merchant and package transport. 
 E. An engineering problem. 
 
 1. Engineers logical men to solve these questions. 
 
 II. HISTORICAL. (1) (5) 
 
 A. Omnibus. 
 
 B. Horse Car. 
 
 C. Cable Car. 
 
 D. Electric Railway. 
 
 E. Monorail. 
 
 F. Elevated Railway. 
 
 G. Pneumatic Tubes. 
 H. Electric Subway. 
 
 I. Motor Vehicle and Trackless Trolley. 
 
 III. STREET TRAFFIC PROBLEMS 
 
 A. Increasing traffic capacity. 
 
 1. Removal of street car lines. 
 
 a. Effect of car tracks on traffic capacity. (2) 
 
 2. Widening of streets. 
 
 3. Movmg sidewalks i.^.to arcaded wa\s under buildings 
 
 4. Moving sidev/alk.5. 
 
 5. Elevating sidewalks. 
 
 6. Prohibition of parking. 
 
 a. Municipal garages. 
 
 b. Methods of enforcement. 
 
 7. Control of front door delivery in congested districts, 
 a. Special hours for delivery. 
 
 8. Two level and three level streets. 
 
 9. Parallel thoroughfares for heavy and light traffic. 
 
 a. Elimination of grade crossing of heavy and light 
 traffic roads. 
 
 b. Shall the cost be borne out of public funds or by addi- 
 tional taxation of motor vehicles? 
 
 10. One way traffic. 
 
 11. Freight trucking vs. trap cars. 
 
 B. Legal and financial procedure. (5) 
 
 1. Distribution of cost burden of improvements. 
 
 a. City as a whole — to extent of its interest. 
 
 b. General area directly benefited. 
 
 c. Area immediately adjacent. 
 
 2. Excess condemnation 
 
 a. To facilitate rearrangement of adjacent property 
 lines. 
 
 3. Metropolitan districts. 
 
 4. Bond issues for public improvements. 
 a. Pay as you go policy desirable. 
 
 24
 
 5. Taxation. 
 
 6. Frontnge consent amendment. 
 
 7. Consolidation of condemnation suits. 
 
 8. Regulation of tramp carriers or jitneys. 
 
 IV. STREET RAILWAY PROBLEMS. (1) 
 
 A. Fare zone and zone service. 
 
 1. Fare zones tend to cause concentration of population. 
 
 2. Zone service meets opposition from outlying residents. 
 
 B. Through routes. 
 
 1. Relieves terminal congestion. 
 
 2. Speeds up line operation. 
 
 C. Rush hour congestion. 
 
 D. Merchant transport. 
 
 REFERENCES 
 
 MOST IMPORTANT 
 
 1. ."City Building and Transportation," J. Rowland Bibbins. Paper 
 
 presented May 12, 1920, to the A. I. E. E. jointly with the 
 W. S. E. printed by Western Society of Engineers, Vol. XXV, 
 No. 12, August 20, 1920. 
 
 2. "Eflfect of Car Tracks on Traffic Capacity of Roadways," George W. 
 
 Tillson. Paper before National Traffic Association, Chicago, 
 January 29, 1920. N. A. C. C. 
 
 5. "The Planning of the Modern City," Nelson P. Lewis. 
 
 SUPPLEMENTAL 
 
 3. "Municipal Engineering Practice," A. P. Folwell. John Wiley & 
 
 Sons. 
 
 4. "Joint Report of the New York, New Jersey Port and Harbor D.- 
 
 velopment Commission." Chap. 17, Part II. 
 
 6. Address by Earnest P. Goodrich before National City Planning Coi- 
 
 ference, Cincinnati, 1919. 
 
 25
 
 HIGHWAY TRANSPORT SURVEYS 
 
 I. TRAFFIC CENSUS. 
 
 J 
 
 A. Historical. (1) 
 
 B. Purpose. (2) ; 
 
 1. Eronomic evaHati^n of the higliAray. ] 
 
 a. Amount and c'laracter of traffic ovei entue .'ystem. | 
 (1) Example Maryland-Connecticut. I 
 
 b. Traffic over auxiliary roads. J 
 
 c. Nature of product transported. j 
 
 2. Daily and seasonal varialior. of the trafPc. • ] 
 
 3. Pioper design oi h'gl way. 
 
 a. ivumLcr, type and direclion of vel icles dur ng given | 
 periods of day. 
 
 (1) Two, three, or four track hi/hway. I 
 
 b. Tonnage per vehicle. j 
 (1) Type and thickness of pavement. | 
 
 4. Allocation of construction and maintenance funds. \ 
 
 a. Maintenance cost per unit of traffic. 
 
 b. Wear on different hig^^ways of similar construction. i 
 
 5. To assist in obtaining cost of operating traffic over high- 
 ways. 
 
 a. Total number of each type of vehicle. 
 
 b. Total tonnage. I 
 
 6. To furnish data for formulation of traffic regulations. '] 
 
 a. Relative frequency of heavy and light loads. j 
 
 b. Passenger and freight vehicles. \ 
 
 c. Horse drawn and motor driven vehicles. j 
 
 C. Method. ,i 
 
 1. Location of traffic stations. I 
 
 2. Frequency and duration of counts. ^ 
 
 a. When system is improved. j 
 
 (1) Census at regular intervals throughout year. i 
 
 (2) Seasonal, weekly and hourly variations. 
 
 (3) Night traffic. s 
 
 b. When system is not generally improved. (8) 
 
 (1) Two weeks summer and fall seven consecutive j 
 days. : 
 
 (2) Consecutive days of week separated by 7 to 15 j 
 days. J 
 
 (3) Four periods three daj's each. I 
 
 (4) Use of traffic factor. (11) ] 
 
 3. Classification. '■ 
 a. Type of vehicle. 
 
 (1) Tonnage — gross and net. | 
 
 (2) Number and frequency of heavier units. j 
 
 (3) Reduction factors. (11) I 
 
 26
 
 b. Destination. 
 
 (1) Farm to town. 
 
 (2) Inter-town. 
 
 (3) Through or tourist. 
 4. Tally sheet. 
 
 a. Simplicity. 
 
 b. Must state any unusual conditions. 
 
 c. Examples. 
 
 (1) Maryland. (2) 
 
 (2) California. (3) 
 
 (3) Michigan. 
 
 J. Field Weighings. (11) 
 
 a. Loadometer. 
 
 b. Actual weights to check estimated weights. 
 
 c. Speed and weight regulating stations. 
 (1) Automatic stations. 
 
 D. Use (Of most value when system is improved). 
 
 1. Traffic profile. (4) 
 
 a. Comparison of number of vehicles per unit with main- 
 tenance per unit. 
 
 b. Comparison of tonnage of different vehicles with 
 maintenance. 
 
 c. Comparison of number of vehicles and condition of 
 road. 
 
 d. Comparison of condition of road and tonnage. 
 
 e. Comparison of eflfect of traffic and type of surface. 
 
 f. Comparison of type of subgrade and eflfect of traffic. 
 
 g. Direction of traffic. 
 
 2. Traffic map. (9) (12) 
 
 a. Shows zone of operation of various sized units. 
 
 (1) Permits building road to suit transportation units. 
 
 3. Relation of volume of travel to condition of constructed 
 road. 
 
 a. 70%, of total traffic uses state highway system — 9% of 
 total roads. (5) 
 
 b. 10% of highways carry 75.%, of load. 
 
 4. Determination of width and capacity of roadway. (7) 
 a. Traffic discharge of highway. 
 
 (1) Vehicles per hour. 
 
 (2) Ton-miles per year. 
 
 5. Peak loads on the highway. 
 
 a. Graphical presentation. 
 
 (1) Rectangular co-ordinates. (6) 
 
 (2) Polar co-ordinates. (7) 
 
 b. Scheduling of traflfic to secure more even distribution. 
 
 (1) Increased capacity of highway. 
 
 (2) Increased speed of operation. 
 
 27
 
 II. ECONOMIC SURVEY (of particular value with unimproved 
 
 roads). 
 
 A, Analysis of transportation needs of industries — urban and rural. 
 
 (10) 
 
 1. Commodity to be hauled. 
 
 a. Indicates suitable vehicle types. 
 
 (1) Maximum vehicular weight, 
 (a) Strength of surfaces. 
 
 (2) Speed. 
 
 (3) Length of haul. 
 
 2. Volume of traffic. 
 
 a. Effects width of road, and attrition of surface. 
 
 b. Possible fatigue of road if maximum load is applied 
 frequently. 
 
 B. Central sources of traffic. (10) 
 
 1. Character of towns and cities. 
 a. Distance between them. 
 
 2. Population. 
 
 3. Climate. 
 
 4. Distribution of wealth. 
 
 5. Buying habits. 
 
 6. Other forms of transportation — steam, electric, water 
 
 a. Relation of location of roads. 
 
 b. Economic haul. 
 
 7. Condition of existing roads. 
 
 a. Effect of improvement of roads in increasing number 
 of vehicles. 
 
 III. VEHICLE REGISTRATION. 
 
 A. Vehicles registered in vicinity will immediately use roads. 
 
 1. Weight and type. 
 
 2. Kind of tires. 
 
 B. Increase in registration in similar district with road improve- 
 ment. 
 
 L Graphical presentation of statistics. 
 
 IV. INTANGIBLES. 
 
 A. The passenger vehicle. 
 
 B. Social value. 
 
 C. Educational value. 
 
 PROBLEMS 
 
 1. Plot using polar co-ordinates assigned traffic census data 
 showing distribution of traffic by hours of day, or day of 
 week. 
 
 2. Plot the traffic profile of a given road. 
 
 28
 
 REFERENCES 
 
 MOST IMPORTANT 
 
 1. "The Traffic Census," A. N. Johnson. Public Roads, December, 1920, 
 
 Appendix. 
 
 2. "The Traffic Census," A. N. Johnson. Public Roads, December, 1920 
 
 p. 16. 
 
 3. "A Study of the California Highway System." U. S. Bureau of 
 
 Public Roads, pp. 196, 197. 
 
 4. "A Study of the California Highway System." U, S. Bureau of 
 
 Public Roads, pp. 200-209, 
 
 5. "A Study of the California Highway System," U. S. Bureau of 
 
 Public Roads, p. 124. 
 
 6. "A Study of the California Highway System." U. S. Bureau of 
 
 Public Roads, pp. 136-138. 
 
 7. "Traffic Census and Its Use in Deciding Road Width," A. N. John- 
 
 son. Public Roads, July, 1921, p. 7. 
 
 SUPPLEMENTAL 
 
 8. "Textbook of Highway Engineering," Blanchord and Drowne. 
 
 Chap. II. 
 
 9. Maryland State Highway Commission, J. N. Mackal, Chairman. 
 ^ "Transportation for Fulton County, Pennsylvania," Fred B. Weed 
 
 ,1 ,n> ^"^ -^°^" ^- ^^^^''thy, Engineers for Packard Motor Company. 
 
 11. Traffic on Iowa Highways," T. R. Agg. Bulletin 56, Engineering 
 
 Experiment Station, Iowa State College. 
 
 12. "Fifteenth Annual Report County Road Commissioners, Wayne 
 
 County, Michigan," Edward N. Hines, Chairman, Detroit, 
 Michigan. 
 
 10. 
 
 29
 
 ECONOMICS OF LOCATION 
 
 I. GENERAL CONSIDERATIONS. (1) 
 
 A. Principle. The road must be located so that the maximum of 
 transportation can be furnished at the least cost. 
 
 1. Cost of road and cost of vehicle operation not paid by one 
 company as in case of railroads. 
 
 2. Transportation furnished must be cheapest possible to the 
 consumer instead of furnishing greatest profit to the rail- 
 way company. 
 
 a. Increased distance does not increase the revenue as in. 
 the case of the railway cornpany. 
 
 b. Any feature of location effecting the final volume of 
 traffic must be considered. 
 
 3. Length of road. 
 
 a. Deviation may cause greater volume of traffic. 
 
 (1) Road should pass close to sources of traffic 
 (towns, etc.). 
 
 (a) Possibility of high speed through roads 
 avoiding towns, and parallel low speed heavy 
 traffic roads passing through towns. 
 
 b. Cost of road construction per ton-mile of traffic least 
 with maximum of traffic. 
 
 c. Deviation of main road usually more costly to trans- 
 portation, all factors considered, than use of short 
 branch roads. 
 
 (1) Relative volume of through and way traffic 
 
 4. Road must be so located as to stimulate traffic. 
 
 a. Only a small part of traffic is strictly necessary for 
 existence. 
 
 b. Burden of the cost of the road to the community goes 
 on whether road is used to maximum or not. 
 
 5. An error in location is as a rule not capable of remedy. 
 
 6. The cost of the road is small in relation to the cost of 
 operation of traffic. 
 
 a. It requires a marked engineering disadvantage in lo- 
 cation to overbalance a saving in the cost of operation 
 of vehicles or an increase in the volume of traffic. 
 
 IL MINOR DETAILS OF ALIGNMENT. 
 
 A. Importance. (2) 
 
 1. A short straight line with few curves or grades not nec- 
 essarily best. 
 
 2. Items in cost of operation effected are the smallest ones. 
 
 a. Additional cost of running few more miles small, 
 
 b. Effect of curvature on operating expense small. 
 
 30
 
 c. Effect of rise and fall on cost of operation small. 
 
 d. Depreciation, driver, license, insurance, taxes, garage, 
 interest, supervision, lost time (60%, of cost of opera- 
 tion) not effected. 
 
 e. Gasoline, lubricants, tires, repairs, etc. (407^ of cost 
 of operation), effected only slightly. 
 
 f. Maintenance of road, first cost, interest, sinking fund, 
 etc., effected only slightly. 
 
 3. Only a small difference in minor details of alignment pos- 
 sible for a given road. 
 
 4. Sacrifice of good ruling gradients and reaching more sources 
 of traffic not warranted to get "short straight and level 
 line." 
 
 a. Section line roads quite often not engineering loca- 
 tions. 
 B. Distance — Principle — Any deviation that will increase the av- 
 erage number of tons per mile of road is desirable as a matter 
 of public policy. (3) 
 1 Small changes in distance — up to 2 miles. 
 
 a. Effect of distance more important in highway trans- 
 port, than in connection with railway operation, for it 
 effects the cost of operation without any compensating 
 return in increased revenue. 
 
 b. Effect on operating expenses (hypothetical example). 
 (1) The cost of operating an additional mile not the 
 
 same as the average cost. 
 
 (a) The annual cost of the road varies directly 
 as the distance. This is not more than 8% 
 of the cost of operation of traffic per ton 
 mile. 
 
 1. Dependent on volume of traffic. 
 
 (b) Possible 60% of the gasoline and oil cost 
 varies directly as the distance. 
 
 1. Loss in starting, stopping, braking, 
 idling, warming up, etc. 
 
 (c) Not more than 60% of tire cost varies di- 
 rectly as the distance. 
 
 (d) Not more than 50%, of cost of repairs 
 varies directly as the distance. 
 
 1. Time and age of unit. 
 
 2. Starting and stopping. 
 
 3. Curvature and grades. 
 
 4. Over-loading and over-speeding. 
 
 5. Effect of distance. 
 
 (e) Summary based on 1,000 tons per day, 300 
 days per year. Road costing $35,000 per 
 mile. Annual cost $6,000. Passenger ve- 
 hicles not considered. 
 
 31
 
 *Cost 
 Item of operation 
 
 Road 2.00<f: 
 
 Gasoline _ 3.70 
 
 Oil 0.40 
 
 Tires 4.30 
 
 Repairs „ 2.00 
 
 Depreciation 3.50 
 
 Chauffeur 4.30 
 
 License, Insurance, Tax, 
 
 etc 0.90 
 
 Garage 1.30 
 
 Interest 0.55 
 
 Supervision 2.24 
 
 Lost time 3.26 
 
 
 
 % of total 
 
 %. of cost 
 
 % effected 
 
 effected 
 
 of operation 
 
 by distance 
 
 by distance 
 
 7.0 
 
 100.0 
 
 7.0 
 
 14.4 
 
 60.0 
 
 8.6 
 
 15.1 
 
 60.0 
 
 9.1 
 
 7. 
 
 50.0 
 
 3.5 
 
 56.5 
 
 00.0 
 
 0.0 
 
 Total. 
 
 28.45 
 
 100.0 
 
 28.2% 
 of cost of operation 
 varies with distance 
 
 *Cost figures are average figures for a 2-ton truck. 
 
 2. Medium changes in distance — two miles to fifteen miles. 
 
 a. Effect on operating expenses (using same hypothetical 
 data as above). 
 
 1. Annual cost of road same 7.0% 
 
 2. Gasoline and oil possibly 90%xl4.4% 13.0% 
 
 3. Tires possibly 85%xl5.1.% 12.8% 
 
 4. Repairs possibly 75%x 7.0% 5.2%, 
 
 5. Drivers' wages possibly 50%xl5.1% 7.5% 
 
 Total 45.5% 
 
 of cost of operation varies with distance. 
 
 3. Justifiable expenditure to reduce distance, 
 a. Small changes. 
 
 (1) 28.2%x28.45 per ton mile = 8 cents per ton 
 mile = additional cost of operation caused by in- 
 crease of one mile in distance. 
 
 8^ X 300 X number of tons passing over road 
 
 5280 
 per day =: cost of one additional foot of distance 
 in operation of trucks per year. 
 84 X 300 X 1000 = $4.55 = cost of one addi- 
 
 5280 
 tional foot of distance in operation of trucks 
 under these conditions. 
 
 (2) 28.2%, X 7(f per vehicle mile = 2^ X 300 X 
 
 5280 
 number of passenger vehicles per day ^= cost of 
 one additional foot to passenger vehicles per year. 
 (For the sake of illustration, assuming the same 
 
 32
 
 percentage of operating expense effected as foi 
 a truck.) 
 (3) (1) + (2) -^ prevailing rate of interest = 
 justifiable expenditure to remove one foot of dis- 
 tance. 
 b. Medium changes. 
 
 (1) 45.5% X 28.45<f per ton mile = U<f X 300 X 
 number of tons per day = cost of one addi- 
 tional mile in operation of trucks = 13 X 300 X 
 1000 = $39,000. 
 
 (2) 38% X 7<f per vehicle mile = 2.7(f X 300 X 
 number of vehicles per day = cost of one addi- 
 tional mile of distance to passenger vehicles. 
 (Not considering any drivers' wages and for the 
 sake of illustration, assuming the same percentage 
 of operating expense effected as for a truck.) 
 
 (3) (1) + (2) -T- prevailing rate of interest = 
 justifiable expenditure to remove one mile of dis- 
 tance. 
 
 4. Large changes in distance. 
 
 a. Effects number of trips per day and therefore the num- 
 ber of vehicles necessary for a given tonnage. 
 
 b. Increases practically all items of expense. 
 
 c. Possibly 70% of cost of operation varies directly with 
 the distance. 
 
 C. Curvature. 
 
 1. Danger of accident exaggerated. (9) (4) 
 
 a. Question for engineer is never curvature or no curva- 
 ture, but how much? 
 
 2. Effect on speed of operation. (4) (12) 
 
 a. Curves up to 500 feet radius properly banked do not 
 materially effect speed. (10) 
 
 (1) Superelevation. (10) 
 
 b. Mathematical analysis. (10) 
 
 (1) Centrifugal force varies as the square of speed 
 and directly as the curvature. 
 
 3. Effect on operating expenses. 
 
 a. The wear on tires the principal item. 
 
 4. Maintenance of road. 
 
 a. Increased maintenance on curves. 
 
 5. Justifiable cost to reduce curvature within above limits 
 very small. 
 
 1). Rise and fall. (5) 
 
 1. Classification. 
 
 a. Grades not requiring use of brakes or increase in 
 power. 
 
 (1) Grades less than 2% do not invite coasting 
 
 b. Grades demanding slight use of brakes and shutting 
 off power but not necessitating gear shift. 
 
 c. Grades demanding gear shift and full power in ascend- 
 ing and brakes in descending. 
 
 2. Grade resistance. (Values.) (14) (19) 
 
 33
 
 3. . Grades cannot be considered individually buib in series, 
 a. Virtual profile. (6) 
 
 4. Method of reduction. (14) (19) 
 
 a. Increased distance will not decrease operating ex- 
 penses. 
 
 (1) Miles per gallon of gasoline not proportional to 
 reduction in grade. 
 
 b. Cutting and filling. 
 
 (1) Reduces length or rate of descending grade de- 
 creasing coasting. 
 
 5. Cost of rise and fall. 
 
 (1) Grades where application of brakes is necessary 
 increase operating expense and should be avoided 
 as much as possible. (6) 
 b. Data necessary. 
 
 (1) Determination of items of operating expense and 
 per cent, each bears to total expense. 
 
 (2) Determination of effect on each item of one foot 
 rise and fall. 
 
 (3) Determination of total traffic. 
 
 (4) Methods of calculation. 
 
 (a) Class b (see distance). 
 
 (b) Class c (see distance). 
 
 6. Safe limits. 
 
 B. Ruling gradient and curvature. 
 
 1. Effect on load. 
 
 a. No grade steeper than can be negotiated by a horse- 
 drawn vehicle should be used. 
 
 b. Present trucks can lift capacity loads up ordinary 
 grades now used. 
 
 c. Number of trailers limited by ruling grade. (17) 
 
 (1) A truck can pull three or four times what it can 
 carry. (11) 
 
 (2) Method of calculation. (18) 
 
 d. Inability to use pusher grades as on railroad makes it 
 desirable to reduce all grades as near to the average 
 as possible. 
 
 e. Much experimental data necessary to determine effect 
 on load. 
 
 2. Effect on operating cost. 
 a. Data necessary. 
 
 (1) Determination of items of operating expense and 
 per cent, each bears to the total operating ex- 
 pense. 
 
 (2) Determination of effect of each per cent, in in- 
 crease of grade. 
 
 (3) Determination of total traffic. 
 
 (4) Sample calculation. (See distance.) 
 
 3. Effect on time of operation. 
 
 4. Compensating for curvature on ruling gradient, 
 a. Use of sags in grade line. (7) 
 
 5. Limiting effect of curvature (8) 
 6. Detours to avoid grades. 
 
 34
 
 PROBLEMS 
 
 1. A road between points A and B. one hundred miles apart, is de- 
 flected 10 miles to strike a third point C. The road is to be concrete at 
 $40,000 per mile. A through traffic of 300 vehicles per day is expected, 
 200 being passenger vehicles and 100 trucks averaging 2 tons capacity. 
 By deflecting the road it is expected that 100 additional vehicles will use 
 the road, 25 being 2-ton trucks and 75 being passenger vehicles. Which 
 will be the more economical : 
 
 (1) To construct the road straight between A and B, thereby eliminat- 
 
 ing C. 
 
 (2) To deviate the main road so that it will pass through C, 
 
 (3) To construct a feeder road from C to the road AB ? 
 
 2. Assuming gasoline consumption to vary as shown in the accom- 
 panying table calculate the gasoline consumption for each of four possible 
 roads from A to B one mile apart and with grades as shown. Assume 
 no gasoline consumption on descending grades.* 
 
 Grade Miles per Gallont 
 Level 16.0 
 
 1 12.7 
 
 2 10.6 
 
 4 „... 7.9 
 
 6 6.3 
 
 8 5.3 
 
 10 4.5 
 
 12 3.9 
 
 15 3.3 
 
 tRobert C. Barnett, Economic Engineer for Missouri State Highways 
 Transport Committee, for a 2-ton load. 
 
 *H. S. Fairbanks, Senior Highway Engineer, Bureau of Public Roads. 
 
 O S lO IS 20 25- 30 35 4-0 4^r SO 
 
 3. Construct a virtual profile for each of the grades in problem 2. 
 
 35
 
 REFERENCES 
 
 MOST IMPORTANT 
 
 1. "Economics of Railway Location," Wellington, Chap. III. 
 
 2. "Economics of Railway Location," Wellington, Chap. VL 
 
 3. "Economics of Railway Location," Wellington, Chap VIL 
 
 4. "Economics of Railway Location," Wellington, Chap. VIIL 
 
 5. "Economics of Railway Location," Wellington, Chau. IX. 
 
 6. "Economics of Railway Location," Wellington, Chap. IX, Table 117. 
 
 7. "Economics of Railway Location," Wellington, Chap. XVIII. 
 
 8. "Economics of Railway Location," Wellington, Chap. XIX, 
 
 SUPPLEMENTAL 
 
 9. "Public Roads," September, 1921, p. 15. 
 
 10. "Public Roads," November, 1920, p. 3. 
 
 11. Article by Francis W. Davis, Power Wagon Reference Book, 1920, 
 
 p. 625. 
 
 12. "A Study of the California Highway System," p. 163.' 
 
 13. "Roads and Pavements," I. O. Baker, Chap. II. 
 
 14. "Motor Operation Costs as Affected by Highway Location and Grade 
 
 Design," W. G. Harger. 1920-21. Enging. News, Vol. 85, pp. 
 104-7, 171-3, 200-2, Vol. 86, pp. 201-3. 
 
 15. "Motor Trucks and Street Grades." Munic. Jnl., Vol. 40, pp. 796-7. 
 
 17. "How to Apply Trucks and Trailers Under Given Load and Road 
 
 Conditions," M. C. Krarup. Automot. Ind., Vol. 44, pp. 654-58. 
 
 18. "Roads and Loads," Robert C. Bamett. N. A. C. C. 
 
 19. "The Location, Grading and Draining of Highways," W. G. Harger. 
 
 36
 
 ECONOMICS OF SELECTION OF TYPE OF 
 SURFACE 
 
 I. GENERAL CONSIDERATIONS. 
 
 A. Principle — Highways and motor vehicles must be adapted one 
 to the other so that the greatest economy of transportation will 
 result. (19) (22) 
 
 1. Certain types of hauling can be done most economically 
 with heavier units of traffic. (2) 
 
 2. Road construction and maintenance expense for different 
 sized traffic units will determine ultimate economy of large 
 or small units. 
 
 3. Experimental data on haulage costs and road expense nec- 
 essary. 
 
 4. On railroads locomotive designers have considered both 
 economy of increasing train loads, and economy of track 
 and road bed construction. 
 
 B. Motor truck the limiting factor. (23) 
 
 1. Roads suitable for trucks will carry passenger vehicles and 
 horse drawn traffic satisfactorily. 
 
 2. Maximum weight, speed, tire, equipment, unsprung weight, 
 distribution of load, etc., determine types of road necessary. 
 
 3. Volume of traffic unimportant in determining type. 
 
 II. LIMITS. (14) 
 
 A. Weight. (1) (13) (15) (17) (20) 
 
 1. Impracticable to look more than 5-10 years ahead. 
 
 a. At 5% interest, present worth of $1.00 due in ten years 
 is $0.61. 
 
 b. Uncertainty of future traffic is very great. 
 
 c. Present construction should provide for future im- 
 provement. 
 
 2. Motor vehicle manufacturers have agreed upon a 28,000- 
 pound limit. 
 
 a. Proposed uniform vehicle law. 
 
 3. Present laws impose limits ranging from 20,000 pounds to 
 30,000 pounds. 
 
 4. User must make constant use of entire truck capacity to 
 realize maximum economy. 
 
 5. Use of trailer makes possible increased capacity without 
 development of larger trucks. (11) 
 
 6. Solid tires limit weight to approximately 30,000 pounds. 
 
 a. Pneumatic tires not yet used extensively on larger 
 sizes. (3) (24) 
 
 7. Additional tons capacity yield diminishing returns in op- 
 perating expense as capacity is increased. (2) 
 
 8. Goodyear six-wheel truck. (12) 
 
 37
 
 9. 800 pounds per inch width of tire a common limit. 
 
 a. New French road law restricts load per inch width of 
 tire, but says nothing about total weights. 
 B. Speed. 
 
 1. N. A. C. C. standard — 25 miles per hour. 
 
 2. Existing laws — 10-35 miles per hour. 
 
 III. ECONOMICAL TRAFFIC UNIT. 
 
 A. Data necessary. 
 
 1. Types of road necessary to withstand various traffic units. 
 
 a. First cost. 
 
 b. Maintenance costs. 
 
 c. Cost of policing if types less than that for maximum 
 unit is selected. 
 
 d. Economical life of road when (total cost of repairs + 
 costs of renewal of surface) -r- years of life ^ min- 
 imum. (6) 
 
 2. Number and type of traffic unit likely to use road. 
 (Obtainable from traffic studies or economic survey.) 
 
 3. Relative operating costs of various sized units. 
 
 B. Tj'^pical investigation (assumed data). 
 1. 1 — 1^ — 3 concrete road. (4) 
 
 Trucks VA 
 
 Thickness Ton 
 
 required : 5" 
 
 a. Cost $30,000 
 
 b. Maintenance .... 1,000 
 
 c. Policing 200 
 
 d. Economical life. 10 yr. 
 
 2. 
 
 2 3 4 
 Ton Ton Ton 
 5.5" 6.4" 7.1" 
 $33,000 $38,400 $42,600 
 1,000 1,000 1,000 
 200 200 200 
 10 yr. 10 yr. 10 yr. 
 Traffic count (vehicles per day). (5) 
 East 
 Passenger Autos Trucks 
 
 5 
 
 Ton 
 
 7.7" 
 
 $46,200 
 
 1,000 
 
 200 
 
 10 yr. 
 
 7H 
 
 Ton 
 
 8.9" 
 
 $53,400 
 
 1,000 
 
 Light 
 278 
 
 238 
 516 
 
 Less than 
 Heavy Busses 1 T. l-2i^ T. 
 357 29 51 35 
 
 West 
 320 29 64 32 
 
 3-5 T. 
 24 
 
 22 
 
 5T. 
 60 
 
 53 
 
 Horse 
 
 Drawn 
 
 Vehicles 
 
 32 
 
 Z7 
 
 677 58 115 67 
 
 3. Relative operating costs. 
 
 46 
 
 113 
 
 69 
 
 Capacity 
 
 Total cost of operation 
 
 per loaded ton mile 
 
 in cents 26.45 
 
 4. Calculations. 
 Total tonnage 
 
 10 yr. 
 
 Total 
 1,661 
 
 1,640 
 3,301 
 
 yy2 
 
 24.63 22.13 21.65 20.15 19.00 
 
 115 
 67 
 46 
 
 ton = 
 tons =1 
 tons = 
 
 115 
 134 
 184 
 
 113 X 5.6 tons = 633 
 
 Total 1066 tons per day X 300 
 = 319,800 tons per year. 
 
 38
 
 Transportation cost per mile per year b}- various sized units: 
 2-ton trucks = 26.45 X 319.800 = $84,600 
 3-ton trucks = 24.63 X 319.800 = 78,700 
 4-ton trucks = 22.13 X 319.800 = 70,700 
 5-ton trucks = 21.65 X 319.800 = 69.300 
 yVi-Um trucks = 19.00 X 319.800 = 60,700 
 
 Where V r= cost of construction 
 
 r = prevailing interest rate 
 M = annual mciinlenance charges 
 S = sinking fund requirements based on economical 
 
 life, cost to reconstruct and prevailing interest 
 
 rate 
 P = cost of policing to enforce traffic regulations 
 
 Annual cost per mile of roads = Fr. + M. + S.* + P+rSM 
 
 2-ton roads = 5.5" A.C. = 33000 X .05 + 1000 + 2625 + 200 = 5475 
 
 3-ton roads = 6.4" A.C. = 38400 X .05 + 1000 + 3050 + 200 = 6170 
 
 4-ton roads = 7.1" A.C. = 42600 X .05 + 1000 + 3380 + 200 z= 6710 
 
 5-ton roads := 7.7" A.C. = 46200 X .05 + 1000 + 3770 + 200 = 7280 
 
 7;<-ton roads = 8.9" A.C. = 53400 X .05 + 1000 + 4250 + = 7920 
 
 The last item may be neglected, being the same for all roads in this 
 
 example. 
 
 ToTAi, Cost of Tr.xnsportation (Assuming same number of smaller units 
 
 as at present) 
 
 Total 
 Transpor- 
 Operating Road tation 
 Cost Cost Cost 
 
 2-ton or less — 
 
 115 tons X 29(f = $ 33.35 
 951 tons X 26.45 — 251.54 
 
 $284.89 X 300 days = $85,467 + $5,475 = $90,942 
 
 
 
 
 
 
 $284.89 
 
 3-5 
 
 Tons- 
 
 
 
 
 
 
 ils tons 
 
 X 
 
 29<f 
 
 = 
 
 $ 33.35 
 
 
 134 tons 
 
 X 
 
 26.45 
 
 = 
 
 35.44 
 
 
 817 tons 
 
 X 
 
 22.13 
 
 = 
 
 180.80 
 
 $249.59 X 300 days = $74,877 + $6,710 = $81,587 
 
 5 Tons — 
 
 115 tons X 29^ = % 33.35 
 
 134 tons X 26.45 = 35.44 
 
 184 tons X 22.13 = 40.72 
 
 633 tons X 21.65 r= 137.04 
 
 $246.55 X 300 days = $73,965 + $7,280 = $81,245 
 
 39
 
 iy2 Tons or Less— 
 
 115 tons X 29^ =z $ 33.35 
 134 tons X 26.45 = 35.44 
 184 tons X 22.13 = 40.72 
 348 tons X 21.65 = 75.24 
 285 tons X 19.00 = 54.15 
 
 $238.80 X 300 days = $71,640 + $7,920 = $79,560 
 
 Therefore assuming the above costs it would be true economy to 
 build a 7j^-ton road. 
 
 ♦Assumes extreme case of very short life and road requiring to be 
 entirely rebuilt. 
 
 IV. OTHER FACTORS EFFECTING TYPE OF CONSTRUC- 
 TION. 
 
 A. Provision for maintenance. 
 1. Skilled or unskilled. 
 
 B. Local Materials. 
 
 C. Character of foundations. (16) (27) 
 
 D. Aesthetic considerations. 
 
 E. Tractive resistance. (1) (18) (21) (25) 
 
 1. Efifect on fuel consumption. (26) 
 
 2. Effect on time per trip. 
 
 F. Eflfect on vehicle maintenance. 
 
 G. The whole financial traffic, and highway situation in the unit 
 of government to be served. (7) 
 
 1. Greatest good to the greatest number. 
 
 2. Both lowest and highest grade roads may be truly eco- 
 nomical. (8) 
 
 PROBLEM 
 
 1. Classify all trucks over two tons as heavy trucks and consider 
 the proportions of heavy trucks which would use a given mile stretch 
 of road to be 48.67c— 3 • ton, 27.3%— 4 ton, 19.3%— 5 ton, 3.5%— 6 ton, 
 and 1.3% — 7 ton. (Registration in Maryland in 1918.) Assume the present 
 road to be 8-inch macadam 16 feet wide, costing $1.10 per square yard. 
 Assume that heavy trucks would require 14-inch macadam 20 feet wide. 
 Find the number of heavy trucks using the road which would justify 
 the improvement, assuming maintenance costs to be the same. Use the 
 transportation costs given in the above outline. Assume the life of the 
 road to be 10 years when it can be renewed by replacing the upper three 
 inches of macadam at one-third the cost of a new road. 
 
 40
 
 REFERENCES 
 
 MOST IMPORTANT 
 
 1. "Engng. News Record," December 19, 1918. Article by George U. 
 
 Graham. 
 "^2. "Public Roads," January, 1921, p. 24. 
 
 SUPPLEMENTAL 
 
 2. "Gimparison of Operating Costs of Different Sizes of Motor 
 
 Trucks," International Motor Co. 
 
 3. Automotive Industry, February 13, 1919. 
 
 4. Public Roads, November, 1921, p. 18. 
 
 5. "Study of the California Highway System, Bureau of Public Roads," 
 
 p. 274, Route No. 5, Station No. 5. 
 
 6. "Construction of Roads and Pavements," T. R. Agg. 
 
 8. "The Type of Highways We Need," B. B. Bachman. Power Wagon, 
 
 December 1, 1921, p. 25. 
 
 9. "Justifiable First Cost of Highways," J. E. Pennypacker. The Asphalt 
 
 Association. 
 
 10. "The Motor Truck as an Aid to Business Profits," S. V. Norton, 
 
 p. 172. 
 
 11. 'Heavy Traffic and the Highways," Trailer Manufacturers* Associa- 
 
 tion of America. 
 
 12. "Good Roads," November 9, 1921, p. 221. 
 
 13. "Highways and Truck Loads They Can Economically Sustain," H. 
 
 E. Breed. Engng. News, Vol. 81, pp. 975-7. 
 
 14. "Heavy Traffic Highways." Good Roads, n. s.. Vol. 16, pp. 224-5. 
 
 15. "Limit Truck Capacity or Build Better Roads," Engng. News, Vol. 
 
 81, pp. 233-5. 
 
 16. "Motor Vehicles and Their Influence Upon Road Construction," 
 
 W. A. Mclean. Surveyor, Vol. 54, pp. 221-2. 
 
 17. "Limitation to Be Placed On Trucks From User's Viewpoint," 
 
 G. H. Pride. Engng. News, Vol. 81, pp. 968-70. 
 
 18. "Commercial Vehicle," Vol. 18, April IS, 1918, pp. 18-19. 
 
 19. "Factors Which Will Govern Future Road Surface Design," E. L. 
 
 Viets. Engng. News, Vol. 81, pp. 970-5. 
 
 20. "Economic Limit to Motor Truck Weights," R. C. Barnett, Engng. 
 
 & Contr., Vol. 51, pp. 6-7, Vol. 52, pp. 374-80. 
 
 21. "Tractive Efficiencv of Concrete Roads," E. N. Hines. Concrete, 
 
 Vol. 14, pp. 56-7. 
 
 22. "Heavy Motor Vehicles in Relation to Roads," W. D. Williamson. 
 
 Engng. Contr., Vol. 52, pp. 757-8. 
 
 23. "Constructing Roads for Motor Truck Traffic," T. R. Agg. Munic. 
 
 Eng., Vol. 58, pp. 112-15. 
 
 24. "Automotive Industry," Vol. 44, pp. 960-1. 
 
 25. "Tractive Resistance by Various Writers" (Tabulation). Elec. 
 
 World, February 3, 1917, pp. 231. 
 
 26. "Engineering and Contracting," May 7, 1919, p. 482. 
 
 27. "Pavement Foundations as a Factor in Economic Transportation," 
 
 R. C. Barnett. Can. Eng., Vol. 40, pp. 323-7. 
 
 41
 
 EFFECT OF THE VEHICLE ON THE ROAD 
 
 I. TYPE OF VEHICLE. 1 
 
 A. Horse Drawn. 1 
 1. Abrasion. ] 
 
 a. Can be taken care of by proper maintenance. i 
 
 B. Light, fast, rubber-tired traffic. (12) | 
 1. Present designs satisfactory. ; 
 
 C. Heavy motor truck. (1) (15) (16) , 
 
 1. Stresses induced. ' 
 
 a. Shear. | 
 (1) Surface cracking and rutting. i 
 
 b. Bending. 
 
 (1) Wavy pavements. | 
 
 c. Abrasion. ( 
 (1) Rupture on top surface. ! 
 
 d. Vibrating action. ' 
 (1) Rupture of slab throughout. i 
 
 2. Type of failure. i 
 
 a. Road slab. \ 
 CI) Structural failure. | 
 
 b. Subgrade. 1 
 (1) Support not constant. j 
 
 3. Effect of v^reight. j 
 
 a. Impact. ] 
 
 (1) Unevenness of road. (9) .j 
 
 (2) Effect of unsprung weight. (9) j 
 
 (3) Spring pressure. (9) j 
 
 (4) Type and condition of tires. (9) (17) I 
 
 1. Solid. \ 
 
 2. Cushion. 
 
 3. Pneumatic. j 
 
 (5) Experimental determination. ] 
 
 (1) Description of apparatus. " i 
 
 1. Copper cylinder. (5) « 
 
 2. Space time curves. (3) 
 
 (2) Description of tests. 
 
 1. Using trucks. (2) i 
 
 2. Using impact machine. (4) 
 
 (3) Results of tests. (2) (4) 
 
 1. Tests too few to be conclusive. s 
 
 (6) Effect of speed on impact. (2) 1 
 (1) Possible for light high speed trucks to pro- | 
 
 duce high impact compared to heavy trucks 
 at low speed. 
 
 b. Static load. 
 
 (1) Effect of sprung weight in increasing static load. 
 
 4. Effect of speed. \ 
 a. Surface wear proportional to tractive effort which is ' 
 
 slightly greater at high than low speeds. j 
 
 42 '
 
 II, TYPE OF ROAD. 
 
 A. Rigid type. (6) 
 
 1. Conditions to be met. 
 
 a. Slab supported on soft subgradc. 
 
 b. Slab spanning circular soft spot in subgrade. 
 
 c. Slab supported at sides of road, two trucks passing. 
 
 d. Slab supported along center line, two trucks passing. 
 (1) Longitudinal construction joint. 
 
 e. Single wheel — load applied at corner of slab. 
 
 2. Reinforcing steel does not add appreciably to resisting 
 moment. 
 
 B. Non rigid type. (6) 
 
 1. Conditions to be met. 
 
 a. Maximum pressure transmitted not to exceed bearing 
 valve of subgrade in its worst convlition. (13) (14) 
 
 (1) Use of soil pressure cell 'if\ determination of 
 pressure. (8) 
 
 (2) Improvement of subgrade conditions. (7) 
 
 (3) Determination of bearing valve of soils. (11) 
 
 C. Comparison of various types^ of surface. 
 
 1. Lack of experimental data. 
 
 2. Effect of impact on both types. (4) 
 
 3. Accelerated wear tests. (10) 
 
 IIL TRAFFIC INTENSITY. (6) 
 
 A. Width of road. 
 
 1. Structural failure induced when traffic is forced off 
 shoulders. 
 
 2. Trucks require wider road than passenger vehicles. 
 
 (1) Trucks up to 93" wide run 9-10 miles per hour. 
 
 (2) Eighteen to twenty-foot road required for two- 
 way traffic. 
 
 B. Effects rate of disintegration of wearing surface. 
 
 REFERENCES 
 
 MOST IMPORTANT 
 
 1. "Public Roads." February, 1921, p. 3. 
 
 2. "Public Roads," March. 1921. p. 3. 
 
 3. "Public Roads," October. 1921. 
 
 4. "Public Roads." November. 1921. 
 
 5. "Public Roads." October, 1919. 
 
 6. Paper by A. T. Goldbeck at University of Pennsylvania Highway 
 
 Engineerirfg Conference, February 7 to 11, 1921. 
 
 7. "Public Roads," October, 1921, p. 22. 
 
 8. "Public Roads," August, 1920, p. 3. 
 
 9. "PubHc Roads." November, 1920. p. 16. 
 
 10. "Public Roads," June, 1921, p. 3. 
 
 11. "Public Roads," July, 1921, p. 15. 
 
 43
 
 SUPPLEMENTAL 
 
 12. "Extraordinary Traffic and Excessive Weights on Highways," H. T. 
 
 Wakelam. Surveyor. Vol. 51, pp. 586-9. 
 
 13. "Traffic Laws and Highway Maintenance and Construction," C. C. 
 
 Brown. Munic. Jnl., Vol. 44, pp. 325-6, 344-5. 
 
 14. "Good Roads," n. s.. Vol. 16, pp. 224-5. 
 
 15. "Effects of Heavy Traffic," Munic. Jnl., Vol. 46, pp. 154-60. 
 
 16. "Heavy Motor Transport and Road Construction," Engng., Vol. 108, 
 
 pp. 768-72. 
 
 17. "Relative Value of Solid and Pneumatic Tires," A. F. Masury. 
 
 Engng. News, Vol. 84, pp. 668-70. 
 
 44
 
 SELECTING THE VEHICLE 
 
 I. GENERAL REQUIREMENTS. 
 
 A. The field for selection. 
 
 1. Several hundred makes and models. (1) (2) 
 
 B. Capacity. (3) 
 
 1. Average load to be carried. 
 
 (a) Maximum and minimum. 
 
 2. Character of load. 
 
 C. Power. (3) 
 
 1. Nature of topography, 
 a. Gear ratio. 
 
 2. Character of roads. 
 
 a. Tractive resistance. 
 
 D. Speed. (3) 
 
 1. Closely related to size and weight. 
 
 2. Commodity to be hauled. 
 
 E. Size and character of body. (3) (6) 
 
 1. Distinguish between size and carrying capacity. 
 
 F. Operating conditions. (3) 
 
 1. Legal restrictions. 
 
 a. Effecting use of trailers, width, loads, etc. 
 2 Clearance. 
 
 3. Height of body. 
 
 4. Length of wheel base. 
 
 G. Service. (5) 
 
 \. Standard parts. 
 
 II. TYPE OF TRUCK. 
 
 A. Gasoline driven. 
 
 \. Rear wheel driven. 
 
 a. Chain. 
 
 b. Worm. 
 
 c. Gear. 
 
 2. Four wheel drive. 
 
 3. Tractor trucks. 
 
 4. Six wheel trucks. 
 
 a. In experimental stage. 
 
 B. Electric driven. 
 
 1. Street trucks. 
 
 a. Advantages. 
 
 2. Industrial. 
 
 C. Vocational survey. 
 
 a. Use under similar conditions (see typical uses). 
 
 45
 
 III. BODY DESIGN. 
 
 A. General construction. (6) 
 
 1. Size and weight limitations. 
 
 B. Stationary bodies. (6) 
 
 ]. 
 
 Stake and rack bodies. 
 
 2. 
 
 Keg rail. 
 
 
 3. 
 
 Express. 
 
 
 4. 
 
 Grocers' bodies. 
 
 
 5. 
 
 Van. 
 
 
 6. 
 
 Lumber. 
 
 
 Dumping bodies. (6) 
 
 (4) 
 
 1. 
 
 Garbage. 
 
 
 2. 
 
 Asphalt. 
 
 
 3. 
 
 Gravity dump bod 
 
 ies. 
 
 4. 
 
 Mechanical dump 
 a. Hoists. 
 
 bodies. 
 
 
 b. Elevating and 
 
 dumping. 
 
 n 
 
 emountable bodies. 
 
 (6) (4) 
 
 1. 
 
 Telepherage. (7) 
 
 
 2. 
 
 Roll off. 
 
 
 D. 
 
 E. Special bodies (6) (4) (11) 
 
 1. Refrigerator. 
 
 2. Char-a-blanc. 
 
 3. Tank bodies. 
 
 IV. TRAILERS. 
 
 A. Theory. (5) 
 
 1. Railroad analogy. 
 
 2. Draw bar pull. (8) (5) 
 
 B. Advantages. (10) 
 
 1. Increase in load hauling capacity. 
 
 2. Reduced cost of transportation. 
 
 3. Saves loading and unloading time. 
 
 4. Moves special loads. 
 
 5. Takes care of peak haulage. 
 
 a. Reduces maintenance due to elimination of overloading. 
 
 6. Use with passenger cars. 
 
 C. When to use the trailer. (5) 
 
 1. Ton mile costs sometimes increased, sometimes decreased. 
 
 2. Tractive resistance of roads. 
 
 3. Maximum grades. 
 
 4. Charting the daj''s run. 
 
 5. Speed of operation. 
 
 a. Effect of shifting gears. 
 
 6. Comparative costs. (10) (5) 
 
 a. Itemized comparison with and without trailers. 
 
 7. Special conditions. (5) 
 
 46
 
 D. Construction. (10) 
 
 1. Mvst be suitable for higli speed, 
 a. Bearings, lubrication, etc. 
 
 2. Brake equipment. 
 
 3. Tire equipment. 
 
 4. Effect on truck construction. 
 5 'Steering gear. 
 
 E. Typical uses. (10) 
 
 1. Semi-trailers. 
 
 2. Four-wheel trailers. 
 
 V. TIRES. 
 
 A. Construction. (9) 
 
 1. Solid. 
 
 2. Pneumatic. 
 
 3. Cushion. 
 
 '3. Comparison. (12) (13) (14) (19) 
 
 1. Advantages claimed for pneumatic tires. (IS) (16) (17) 
 (20) (21) (22) 
 
 a. Reduction in mechanical repairs. 
 
 b. Increase in permissible speed. 
 
 c. Decrease in gas consumption. 
 
 d. Less vibration and therefore less fatigue for driver. 
 
 e. Less depreciation of roads. (23) 
 
 f. Greater tractive ability. 
 
 g. Some truck manufacturers disagree with. (a) (b) 
 (c) (d) and (e) 
 
 2. Disadvantages. (18) (20) 
 
 a. High initial cost. 
 
 b. Need of carrying emergency equipment. 
 
 c. Difficulty of changing on roads. 
 
 d. Reduction of high gear ability due to increased diam- 
 eter of wheels. 
 
 e. Limitation imposed on size of brakes. 
 
 REFERENCES 
 
 MOST IMPORTANT 
 
 2. Power Wagon Reference Book for 1920. 
 
 3. "The Motor Truck as an Aid to Business Profits," S. V. Norton, 
 
 Chap. VL 
 
 4. "The Alotor Truck as an Aid to Business Profits," S. V. Norton, 
 
 Chap. X. 
 
 5. "The Motor Truck as an Aid to Business Profits," S. V. Norton, 
 
 Chap. XL and XIL 
 
 6. Power Wagon Reference Book for 1920, pp. 498-547. 
 
 7. Power Wagon Reference Book for 1920, p. 797. 
 
 8. Power Wagon Reference Book for 1920, p. 6S. 
 
 47
 
 9. Power Wagon Reference Book for 1920, pp. 799-806. 
 
 10. Power Wagon Reference Book for 1920, pp. 472-494. 
 
 SUPPLEMENTAL 
 
 1. "Motor Trucks of America." 
 
 11. "Motor Truck Transportation," F. Van Z. Lane. Chap. IX. 
 
 12. "Commercial Car Journal," March 15, 1919, pp. 82 and 94; April 15, 
 
 1918, p. 40; June 15, 1918, pp. 41 and 54. 
 
 13. "Highway Transportation," October, 1919, p. 31. 
 
 14. "Commercial Vehicle," June 1, 1919. 
 
 15. "Highway Transportation," May 1, 1919, pp. 14; March, 1920, pp. 
 
 90 and 143. 
 
 16. "Commercial Vehicle," January 1, 1919, pp. 27. 
 
 17. "Commercial Car Journal," March 15, 1919. 
 
 18. "Highway Transportation," April, 1919, p. 7, and March, 1920, p. 43. 
 
 19. "Solid and Pneumatic Tires," A. F. Masury. N. A. C. C. 
 
 20. "Pneumatic Tires on Trucks," B. B. Bachman. Jnl. Soc. Automot 
 
 Engrs., Vol. 4, pp. 298-302. 
 
 21. "Automotive Ind.," Vol. 42, p. 1150. 
 
 22. "Pneumatic Tires and Motor Truck Development Experiences," M. 
 
 D. Scott. Soc. Automot. Engrs. Jnl., Vol. 7, pp. 375-7. Discus- 
 sion, pp. 377-84. 
 
 23. "Public Roads," December, 1921. 
 
 48
 
 DISPATCHING AND ROUTING 
 
 I. FUNDAMENTALS. 
 
 A. Definitions. (1) 
 
 1. Routing so plans distribution that the necessary service re- 
 quired may be accomplished according to schedule by the 
 available equipment. 
 
 2. Dispatching directs the movement of equipment over routes 
 according to schedule. 
 
 B. Principles. 
 
 1. Every ton-mile or passenger-mile of transportation avail- 
 able and not used represents ar economic loss. (1) 
 
 a. Keep the wheels turning. 
 
 b. Deliver the maximum quantity of freight with the least 
 wheel turn. 
 
 c. Never let freight grow old. 
 
 (1) Shipping room can stop a factory. 
 
 d. Make the maximum of tonnage deliveries with the 
 minimum of vehicles. 
 
 e. Load and unload as few times as possible. 
 
 IL SCHEDULING. (2) 
 
 A. Co-ordination of loads and vehicles. 
 
 L Load must be ready when truck is ready. 
 
 a. Zone system. 
 
 b. Definite truck schedule. 
 
 2. The right load ready for the right truck. 
 
 a. The dispatcher. 
 
 b. Location of all trucks constantly recorded. 
 (1) Typical methods. 
 
 3. Assembling the load. 
 
 a. Typical systems. 
 
 4. Eliminating garage delays, 
 a. Typical example. 
 
 III. ROUTING. (3) 
 
 A. Zone system basis of successful routing. 
 L Planning the zone. 
 
 a. Large scale map essential. 
 
 b. Density of trades. 
 
 c. Number of stops. 
 
 d. Number of deliveries necessary. 
 
 e. Radius of vehicle operation. 
 (1) Number of trips per day. 
 
 2. Analyzing routes by time studies. 
 
 a. Time loading. 
 
 b. Time unloading. 
 
 49
 
 c. Time full speed. 
 
 d. Time half speed. 
 
 e. Typical example. 
 
 B. Other factors effecting successful routing. 
 
 1. Ferry delays. 
 
 a Avoiding peak loads. 
 
 2. Congested bridges and streets. 
 
 a. Selection of routes to be avoided. 
 
 b. Avoiding peak loads. 
 
 3. Condition of roads. 
 
 a. Up to date record desirable. 
 
 b. Driver should be informed. 
 
 4. Depot system of delivery. 
 
 5. Terminal delays. 
 
 IV. MECHANICAL AIDS. 
 
 A. Loading devices. (4) 
 
 1. Demountable bodies. 
 
 2. Use of trailers. 
 
 3. Nest bodies. 
 
 4. Individual hampers. 
 
 5. Escalators. 
 
 6. Belt conveyors. 
 
 7. Spiral gravity chutes. 
 
 8. Gravity roller conveyors. 
 
 9. Power winch. 
 
 B. Unloading devices. (5) 
 
 1. Dump bodies. 
 
 2. Gravity chutes. 
 
 3. Hack bodies. 
 
 REFERENCES 
 
 MOST IMPORTANT 
 
 2. "The Motor Truck as an Aid to Business Profits," S. V. Norton, 
 
 Chap. VII. 
 
 3. "The Motor Truck as an Aid to Business Profits," S. V. Norton, 
 
 Chap. IX. 
 
 4. "The Motor Truck as an Aid to Business Profits," S. V. Norton, 
 
 Chap. VIII. 
 
 5. "The Motor Truck as an Aid to Business Profits," S. V. Norton, 
 
 Chap. XIII. 
 
 SUPPLEMENTAL 
 
 1. "Cost Accounting, Routing, and Dispatching," S. S. Merithew, 
 N. A. C. C. 
 
 SO
 
 ENGLISH HIGHWAY TRANSPORT METHODS 
 
 Outline Submitted by A. H. Blanchard, January 31, 1922 
 
 I. DEVELOPMENT FROM 1850 TO 1922 
 
 A. Effect of completed systems of highways. 
 
 B. Effect of legislative acts. 
 
 II. TYPES OF COMMERCIAL VEHICLES. 
 
 A. Tractors and traction engines and trailers. 
 
 B. Steam lorries with and without trailers. 
 
 C. Petrol motor trucks with and without trailers. 
 
 D. Motorbusses. 
 
 E. Char-a-bancs. 
 
 III. LEGISLATION IN FORCE IN 1922. 
 
 A. "British 1861 Act for Regulating the Use of Locomotives on 
 Turnpikes and Other Roads." 
 
 B. "British 1878 Highways and Locomotives Act." 
 
 C. "British 1898 Locomotives on Highways Act." 
 C. "British 1904 Heavy Motor Car Order." 
 
 IV. HIGHWAY TRANSPORT METHODS. 
 
 A. Freight haulage. 
 
 1. Municipal methods. 
 
 2. Rural methods. 
 
 3. Railv/ays as operator? of freight highway transport, 
 
 B. Passenger transportation. 
 
 1. Municipal motor bus routes. 
 
 2. Intercity motor bus routes. 
 
 3. Railways as operators of motor bus routes. 
 
 4. Rural transportation by char-a-bancs. 
 
 REFERENCES 
 
 Files of the weekly English periodicals, Commercial Motor, Modern 
 Transport and Motor Transport. 
 
 51
 
 ECONOMIC SURVEYS 
 
 I. PURPOSE. 
 
 A Bringing to light all items entering into transportation cost 
 
 1. Methods of boxing and crating. (1) 
 
 2. Sorting and assembling. 
 
 3. Routing and internal delivery. 
 
 B. Transportation or delivery costs relatively unknown. (2) 
 
 1. Labor, production, sales and accounting costs considered 
 essential. 
 
 2. Haulage rates must be based on entire cost of service. 
 
 C. Most efficient methods of transportation should be used. 
 
 1. Present system of food distribution probably most expen- 
 sive in history. 
 
 2. Many failures in motor transportation due to attempting 
 the uneconomic. 
 
 3. Increased service to public. 
 
 II. SURVEYS OF BUSINESS OPERATIONS. 
 
 A. Eflfect of location. (3) 
 
 1. Access to railroad siding or navigable river. 
 
 2. Convenience to yards and shipping points. 
 
 3. Street layout, grades, condition of pav^ement and conges- 
 tion. 
 
 B. Effect of plant layout. (3) 
 
 1. Loading and dispatching facilities. 
 
 2. Location of elevators and conveyors. 
 
 3. Relation of inside and outside transportation. 
 
 4. Size and height of shipping platforms. 
 
 5. Location of garage or stable. 
 
 6. Loading and unloading devices — (See Dispatching and 
 Routing). 
 
 C. Character of service necessary. 
 
 1. Long and short haul. (5) 
 
 2. Frequent stops. (4) 
 
 a. Long or short duration. 
 
 3. Co-ordination of horse, electric and gasoline trucks (4) (5) 
 a. Field and advantage of each. 
 
 4. Character of merchandise. 
 
 5. Special bodies — (See Selecting the Vehicle). 
 
 6. Proper size of system. 
 
 D. Traffic management. 
 
 L Effective routing and scheduling— (See Routing and Dis- 
 patching). 
 a. Return trips. 
 
 2. Garage management. 
 
 3. Cost system — (See Cost Keeping). 
 
 4. Standardization. 
 
 52
 
 E. Examples. 
 
 1. Milk industry (4). 
 
 2. Ice dealer. (5) 
 
 3. Ice cream dealer. (6) 
 
 4. Lumber industry. (7) 
 
 5. General manufacturing. (3) 
 
 III. PUBLIC HAULAGE SURVEYS. 
 
 A. Year-round road condition, character of bridges. (2) 
 
 1. Effects kind of equipment. 
 
 2. Eflfccts cost of operation. 
 
 3. Snow removal 
 
 4. Possible detours. 
 
 5. Attitude of public officials toward regular use of roads. 
 
 6. Traffic laws, ordinances and regulations. 
 
 7. Running time possible. 
 
 a. Probable number of stops. 
 
 b. Maintaining a schedule. 
 
 C. Amount and kind of freight available. (8) 
 
 1. Attitude of merchants, shippers, etc. 
 
 a. Toward existing service. 
 
 b. Toward proposed service. 
 
 2. Population of region it is proposed to serve. 
 
 3. Return loads bureau. (10) (11) 
 
 a. Operated like employment agency. 
 
 b. Motor truck terminal companies. 
 
 4. Motor truck terminals. 
 
 B. Existing transportation service. (8) 
 1. Rail and electric. 
 
 a. Frequency of service. 
 
 b. Existing rate. 
 
 c. Time of delivery of existing service. 
 
 d. Possible connections. 
 
 (1) Rail, waterway, streit cars, other truck routes. 
 
 D. Scale of charges. (8) 
 
 1. Based on complete estimated costs. 
 
 a. Data regarding existing routes. 
 
 (1) Fixed charges, operating costs, maintenance 
 charges. 
 
 (2) Soliciting business, advertising, etc. 
 
 b. Length of haul, condition of roads, etc. 
 
 2. Minimum charge and maximum size and weight. 
 
 (1) Loading facilities. 
 
 3. Charge on fragile and perishable goods should cover re- 
 sponsibility for loss. 
 
 4. Charge for passengers based on competing service. 
 
 5. Rates for both bulk and weight 
 
 53
 
 E. Miscellaneous. (8) 
 
 1. Securing of capital 
 
 2. Reliable drivers available. 
 
 3. Provision for occasional accident, 
 a. Perishable goods. 
 
 IV. COMMUNITY TRANSPORTATION SURVEYS. (9) 
 
 A. Population. 
 
 1. Past growth and estimated future growth. 
 
 2. Nationality, education, progressiveness. 
 
 3. Buying habits. 
 
 4. Distribution of wealth. 
 
 B. Industries. 
 
 1. Character and volume. 
 
 2. Location of markets. 
 
 C. Existing transportation. 
 
 1. Present rail, electric, and water facilities. 
 
 2. Possible extensions. 
 
 3. Existing roads. 
 
 a. Present condition. 
 
 b. Contemplated improvements. 
 
 4. Travel habits. 
 
 a. Present freight and passenger movement. 
 
 5. Present truck transportation, 
 a. Degree of organization. 
 
 D. Recommendation. 
 
 1. Detailed analysis of traffic movement with proposed re- 
 arrangement. 
 
 2. Estimated costs of proposed additions. 
 
 3. Effect on existing transportation of proposed changes. 
 
 4. Analysis of present revenue from transportation. 
 
 5. Analysis of estimated revenue from proposed system. 
 
 E. Example. (9) 
 
 REFERENCES 
 
 MOST IMPORTANT 
 
 3. "The General Manufacturer." Analysis of this field by Packard 
 
 Motor Car Company. 
 S, "The Ice Dealer." Analysis of this field by Packard Motor Car 
 
 Company. 
 
 8. "Organization of a Rural Motor Express Line." N. A. C. C. 
 
 9. "Transportation for Fulton County, Pennsylvania." Frederick B. 
 
 Weed, John J. McCarthy, Engineers for the Packard Motor Car 
 Company. 
 
 54
 
 SUPPLEMENTAL 
 
 1. "Building Sales by Intelligent Packing," E. W. Davidson. Industry 
 
 Illustrated, December, 1921, p. 23. 
 
 2. "Motor Truck Transportation," F. Van Z. Lane. Chap. VIII. 
 
 4. "The Milk Industry." Analysis of this field by Packard Motor Car 
 Company. 
 
 6. "The Ice Cream Manufacturer." Analysis of this field by Packard 
 
 Motor Car Company. 
 
 7. "The Lumber Dealer." Analysis of this field by Packard Motor Car 
 
 Company. 
 
 10. "Collier's Weekly." July 26, 1919, p. 16. 
 
 11. "Commercial Car Journal." November IS, 1918. 
 
 55
 
 INDUSTRIAL USES OF MOTOR VEHICLES 
 
 I. FARMS. 
 
 A. Market gardening (vegetables, etc.). (1) (4) 
 
 B. Livestock. (2) (4) 
 
 C. Cotton. (3) (13) 
 
 D. Fruits. (4) 
 
 E. Grain. (13) 
 
 F. Dairying. (4) 
 
 G. Use of tractor. (13) 
 
 H. General. (5) (6) (7) (8) 
 
 II. LUMBER. (9) (13) 
 
 A. Logging. 
 
 B. Milling. 
 
 IIL OIL. (10) (13) 
 IV. MINES. (11) (13) 
 
 V. FACTORY. (12) 
 
 A. Apparel. (13) 
 
 B. Baking. (13) 
 
 C. Barrel and Box. (13) 
 
 D. Bottling. (13) 
 
 E. Central station. (13) 
 
 F. Chemicals. (13) 
 H. Furniture. (13) 
 L Gas. (13) 
 
 J. Hardware. (13) 
 
 K. Ice. (13) 
 
 L. Iron and Steel. (13) 
 
 M. Laundry. (13) 
 
 N. Meat. (13) 
 
 O. Milling. (13) 
 
 P. Textile. (13) 
 
 VL CONSTRUCTION. (14) 
 
 A. Building. (13) 
 
 B. Building materials. (13) 
 
 C. Road building. (13) 
 
 VIL LOCAL. 
 
 A. Grocery stores. (13) 
 
 B. Department stores. (13) 
 
 56
 
 VIII. MUNICIPAL. (13) 
 
 A. Fire protection. 
 
 B. Police patrols. 
 
 C. Garbage removal. 
 
 D. Paving. 
 
 E. Street cleaning. 
 
 REFERENCES 
 
 MOST IMPORTANT 
 
 1. "The Motor Truck as an Aid to Business Profits," S. V. Norton, 
 
 pp. 406 and 410. 
 2 "The Motor Truck as an Aid to Business Profits," S. V. Norton, 
 
 p. 484. 
 
 3. "The Motor Truck as an Aid to Business Profits," S. V. Norton, 
 
 pp. 155 and 156 
 9. "The Motor Truck as an Aid in the Extraction of Raw Materials 
 at the Source," F. W. Fenn. Lecture delivered to Graduate 
 Students in Highway Transport, University of Michigan, N. A. 
 C.C. 
 
 10. "The Field of the Motor Truck in the Petroleum Industry," F. W. 
 
 Fenn. Lecture delivered to Graduate Students in Highway 
 Transport, University of Michigan, N. A. C. C. 
 
 11. "Motor Truck Operation at the Mines," F. W. Fenn. Lecture de- 
 
 livered to Graduate Students in Highway Transport, University 
 of Michigan, N. A. C. C. 
 
 12. "Motorizing the Factory," F. W. Fenn. Lecture delivered to Grad- 
 
 uate Students on Highway Transport, University of Michigan. 
 N. A. C. C. 
 
 13. Power Wagon Reference Book for 1920, pp. 305-400. 
 
 SUPPLEMENTAL 
 
 4. "Motor Transportation in Rural Ontario," D. R. Cowan and F. C. 
 
 Hart. Bulletin 227, Ontario Department of Agriculture, July, 
 1920. 
 
 5. "Motor Trucks on Eastern Farms," H. R. Tolley and L. M. Church. 
 
 Farmers' Bulletin No. 1201, United States Department of Agri- 
 culture. 
 
 6. "Experiences of Eastern Farmers With Motor Trucks," H. R. Tolley 
 ^ , and L. M. Church. Bulletin 910, United States Department of 
 
 Agriculture. 
 
 7. "Corn Belt Farmers' Experience With Motor Trucks," H. R. Tolley 
 
 and L. M. Church. Bulletin No. 931, United States Department 
 of Agriculture. 
 
 8. "'Survey of the Utilization of Motor Trucks on the Farm." N. A. 
 
 c. c. 
 
 14. "Hand Book of Construction Equipment," Richard T. Dana. pp. 
 
 510-529, 767-772. 
 
 57
 
 TRANSPORTATION USES OF MOTOR VEHICLES 
 
 I. AUXILIARY. 
 
 A. As a feeder to railways. (1) 
 
 1. Flanged wheel equipment. (2) (3) (4) 
 
 2. Flanged and road wheel equipment. 
 
 3. Express companies. (6) 
 
 B. As a feeder to waterways. 
 
 C. Co-ordination of all facilities. (5) 
 
 II. INDEPENDENT. 
 
 A. Inter-city. 
 
 1. Passenger. 
 
 a. Description of operation. (7) 
 
 b. Success. (7) 
 
 2. Freight. 
 
 B. Rural motor express. (8) (6) 
 
 1. Co-operative associations. (9) 
 
 2. Private. (8) 
 
 3. Governmental (parcel post). (8) (10) 
 
 4. Success. (11) (12) (13) 
 
 C. Motor busses. 
 
 1. Consolidated schools. (14) (15) (16) (17) 
 
 2. Trackless trolley. (18) (19) (20) (25) 
 
 3. Bus lines. (21) (22) (23) 
 
 D. Local. 
 
 1. Taxicabs. (6) 
 
 2. Local transfer work. (6) 
 
 E. Long and short rural haulage. 
 
 REFERENCES 
 
 MOST IMPORTANT 
 
 4. "Engineering News Record," December 8, 1921, p. 939. 
 6. "Power Wagon Reference Book for 1920," pp. 305-400. 
 
 8. "Organization and Operation of a Rural Motor Express Line," F. W. 
 
 Fenn. Lecture delivered to Graduate Students in Highway 
 Transport, University of Michigan. N. A. C. C. 
 
 9. "Operating a Co-Operative Motor Truck Route." Farmers' Bulletin, 
 
 1032. U. S. Dept. of Agriculture. 
 14. "Power Wagon," November, 1921, p. 17. 
 21 "Motor Bus Transportation," G. A. Green. ^ Transactions S. A. E., 
 
 1920. 
 
 58
 
 SUPPLEMENTAL 
 
 1. "Motor Transport Cuts Time and Costs of Shipping in New Eng- 
 
 land." N. A. C. C. 
 
 2. "Railway Review," July 30, 1921. Editorial reprinted by N. A. C. C. 
 
 3. "Commercial Vehicle," December 1, 1921, p. 24. 
 
 5. "Correlation of Highway and Waterway Transport," Peter G. Ten 
 
 Eyck. N. A. C. C. 
 7. "Commercial Vehicle," December 1, 1921, p. 8. 
 
 10. "Evolution of Transportation." N. A. C. C. 
 
 11. "A State Endorses the Rural Motor Express." N. A. C. C. 
 
 12. "Foods and Markets," August, 1919, p. 13. Division of Foods and 
 
 Markets, Albany, N. Y. 
 
 13. "American Magazine," March, 1919. Article by F. W. Fenn. Re- 
 
 printed by N. A. C. C. 
 
 15. "Motor Truck Sales and Salesmen," Ray Sherman, p. 5. N. A. C. C. 
 
 16. "Facts and Figures for 1921," p. 21, N. A. C. C. 
 
 17. "Power Wagon," October, 1921, p. Z7. 
 
 18. "Commercial Vehicle," December 1, 1921, p. 30. 
 
 19. "Good Roads," October 26, 1921. 
 
 20. "Power Wagon," October, 1921, p. 28. 
 
 21. "Poughkeepsie : A Motorized City," Pamphlet. N. A. C. C. 
 
 22. "Motor Busses Here to Stay," T. J. Fay, Pamphlet. N. A. C. C. 
 
 24. "Auto Truck Line Competes With Two Railroads." Engng. Rec, 
 
 Vol. 74, p. 100. 
 
 25. "Trackless Trolley vs. Motor Omnibus." Elec. Ry. Jnl., Vol. 47, 
 
 p. 442. 
 
 26. "Motor Trucks on Highways," A. Turner. Ry. Age, Vol. 63, p. 1067. 
 
 27. "Express Service Over Road by Motor Truck." Automotive Ind., 
 
 Vol. 38, pp. 456-60. 
 
 28. "Motor Truck Transportation of Freight by European Railroads." 
 
 Engng. News, Vol. 86, pp. 954. 
 
 50
 
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