become more convenient and advantageous to the drivers not to crowd the loop but park their cars outside of it, yet in its immediate neighborhood.
I shall now detail this idea and as a beginning theoretically examine its practicability. At the same time I shall have to specify the conditions which a rationally executed motor traffic regulation must fulfill in order to function as well in the future with its heavily increased traffic.
I have been told that about 25,000 automobiles daily seek the loop. I do not know whether this figure is too high or two low, but it is safe to say that within a short time we shall have to reckon with far larger numbers than at present, and we would have to do it even now hut for the fact that a large percentage of car owners dare not enter the loop. Consequently, if the system is improved the traffic to the loop will increase rapidly, and the more rational the improvement has been, the more generally and quickly will car owners make greater use of their cars in traveling to the loop.
This must not deter us, however. The amelioration of traffic conditions carries with it the advantage that the greatest possible number of car owners will he able to use their motor cars when going to the loop, and none of our regulations must be of such a nature as to create any inconvenience. It is the light and rapid automobile traffic I am here referring to. The heavy freight truck should have its own road and this can be taken care of by municipal rules.
As to light motor traffic, we have long been inclined to believe that it is only a development of horse traffic and that streets built for the latter kind would suffice for autos. This was so at first when automobiles were not so common.
Now speed is the automobile’s most important feature, however, and when we theoretically design a traffic system for them, speed must first of ail be taken into consideration. But this we cannot do without laying out a special system of thoroughfares for speedy cars alone, so, for instance, that where the traffic is heaviest and great speed is desirable main automobile streets are laid out, and where less speed and less traffic are to be met, secondary streets are placed. The main automobile street should be free from other vehicle and pedestrian traffic, and be wide. Besides, crossings should be avoided on it. The secondary streets and their construction depend on the desired speed and on local conditions.
How and where this street system could be located in Chicago’s present, and future increased territory, I am not in a position to discuss as I
know too little of the city. I shall only schematically advance some viewpoints on the subject.
As the main artery of the whole system, a main automobile street should he built in a North-South direction, so that it can take in the greatest possible part of both through and loop-hound traffic. This street should be connected by “gyration” points with streets from the West and also at convenient points with Michigan Avenue, and should tangent the above mentioned automobile terminal. It should run as straight and direct as possible.
The long park “girdle” that is projected and partly in existence along the shore of Lake Michigan is the best for the construction of such a main. It should, at least for the greater part of its length, be built at a lower level than the park itself, so that the local traffic in the park would not be disturbed by the speed traffic. This is necessary for the park’s sake, for otherwise the principal aim of the park is lost. We see Lincoln Park already losing its character of recreation and promenade ground for the surrounding residential districts through the more and more increasing rapid traffic that seeks it. But still more necessary is this arrangement for the speed traffic itself.
The construction of such a depressed road need not he over costly, since where parks are not yet made both can be built at the same time. The bridges over this road which will accommodate local traffic between the park and shore will be mostly for foot passengers and, therefore, not expensive.
In order further to develop this traffic route, one may select North, as well as South of the loop, suitable West-East streets as secondary automobile streets. These should be one-way streets and should join the main, as above stated, by gyration. In districts farther away from the loop the traffic conditions are not yet so bad that this cannot be accomplished. Similarly, one could select West of the loop some North-South streets to serve as secondaries, and if possible arrange gyration at crossing points with the East-West secondaries. By prohibiting direct crossing of these streets at any but gyration points, it would be possible to permit greater speed on them than now. These secondary automobile streets are the simplest and least costly solution of the problem. Yet, with the growth of the city, the system will he found inadequate.
It would be prudent, therefore, at present to look for areas where in the future could he laid out streets, prohibited to all other traffic, for rapid motor transit and project them so as to connect with the main automobile street.
THE AUTOMOBILE TERMINAL
I
N order that the automobile terminal should become, in practice, an effective unloading point for car traffic to the loop, it should be planned on these principles.
1. It should be of sufficient size.
2. The entrances should be so arranged that they can accommodate far more cars than the maximum traffic the main automobile street can
I shall now detail this idea and as a beginning theoretically examine its practicability. At the same time I shall have to specify the conditions which a rationally executed motor traffic regulation must fulfill in order to function as well in the future with its heavily increased traffic.
I have been told that about 25,000 automobiles daily seek the loop. I do not know whether this figure is too high or two low, but it is safe to say that within a short time we shall have to reckon with far larger numbers than at present, and we would have to do it even now hut for the fact that a large percentage of car owners dare not enter the loop. Consequently, if the system is improved the traffic to the loop will increase rapidly, and the more rational the improvement has been, the more generally and quickly will car owners make greater use of their cars in traveling to the loop.
This must not deter us, however. The amelioration of traffic conditions carries with it the advantage that the greatest possible number of car owners will he able to use their motor cars when going to the loop, and none of our regulations must be of such a nature as to create any inconvenience. It is the light and rapid automobile traffic I am here referring to. The heavy freight truck should have its own road and this can be taken care of by municipal rules.
As to light motor traffic, we have long been inclined to believe that it is only a development of horse traffic and that streets built for the latter kind would suffice for autos. This was so at first when automobiles were not so common.
Now speed is the automobile’s most important feature, however, and when we theoretically design a traffic system for them, speed must first of ail be taken into consideration. But this we cannot do without laying out a special system of thoroughfares for speedy cars alone, so, for instance, that where the traffic is heaviest and great speed is desirable main automobile streets are laid out, and where less speed and less traffic are to be met, secondary streets are placed. The main automobile street should be free from other vehicle and pedestrian traffic, and be wide. Besides, crossings should be avoided on it. The secondary streets and their construction depend on the desired speed and on local conditions.
How and where this street system could be located in Chicago’s present, and future increased territory, I am not in a position to discuss as I
know too little of the city. I shall only schematically advance some viewpoints on the subject.
As the main artery of the whole system, a main automobile street should he built in a North-South direction, so that it can take in the greatest possible part of both through and loop-hound traffic. This street should be connected by “gyration” points with streets from the West and also at convenient points with Michigan Avenue, and should tangent the above mentioned automobile terminal. It should run as straight and direct as possible.
The long park “girdle” that is projected and partly in existence along the shore of Lake Michigan is the best for the construction of such a main. It should, at least for the greater part of its length, be built at a lower level than the park itself, so that the local traffic in the park would not be disturbed by the speed traffic. This is necessary for the park’s sake, for otherwise the principal aim of the park is lost. We see Lincoln Park already losing its character of recreation and promenade ground for the surrounding residential districts through the more and more increasing rapid traffic that seeks it. But still more necessary is this arrangement for the speed traffic itself.
The construction of such a depressed road need not he over costly, since where parks are not yet made both can be built at the same time. The bridges over this road which will accommodate local traffic between the park and shore will be mostly for foot passengers and, therefore, not expensive.
In order further to develop this traffic route, one may select North, as well as South of the loop, suitable West-East streets as secondary automobile streets. These should be one-way streets and should join the main, as above stated, by gyration. In districts farther away from the loop the traffic conditions are not yet so bad that this cannot be accomplished. Similarly, one could select West of the loop some North-South streets to serve as secondaries, and if possible arrange gyration at crossing points with the East-West secondaries. By prohibiting direct crossing of these streets at any but gyration points, it would be possible to permit greater speed on them than now. These secondary automobile streets are the simplest and least costly solution of the problem. Yet, with the growth of the city, the system will he found inadequate.
It would be prudent, therefore, at present to look for areas where in the future could he laid out streets, prohibited to all other traffic, for rapid motor transit and project them so as to connect with the main automobile street.
THE AUTOMOBILE TERMINAL
I
N order that the automobile terminal should become, in practice, an effective unloading point for car traffic to the loop, it should be planned on these principles.
1. It should be of sufficient size.
2. The entrances should be so arranged that they can accommodate far more cars than the maximum traffic the main automobile street can