100 Years Evolution Of Traffic 1910s - 2010s

The eventual revitalization of Times Square was so successful that it led to the evolution of another major New York City street, Broadway. Parts of this street within Times Square were officially closed off in 2009 in order to encourage pedestrian-only traffic among the plethora of shops, restaurants, and theater entrances.

100 years Evolution of Traffic 1910s - 2010s

The U.S. involvement in World War II lasted 4 years (1941‐1945). At the onset of World War II, government purchases rose significantly, leading to the rapid expansion of industrial output by investing vast amounts of funds into business to expand production. During this time, war traffic pounded the highways. Despite earlier Federal initiatives to add more strategic routes to the network, many of the existing roads and bridges did not meet adequate standards for military or even civilian traffic. Large‐scale highway projects of significance during WWII years were connected to the war effort. These projects were most often built in coordination with other countries. One of the most notable was the Alaska Highway.

In 1941, President Roosevelt appointed a National Interregional Highway Committee to investigate the development of a limited‐access, national system of highways to improve interregional transportation. In 1943, the Interregional Highway report was completed, which proposed six possible combinations of interregional routes within a nearly 34,000‐mile system of roads, 4,500 miles within cities and 29,500 miles in rural areas. The proposed system was estimated to comprise a little over 1 percent of total street and highway miles, but would carry 20 percent of all vehicle miles traveled. As rural roads were expected to carry much less traffic, they would be built with only two lanes. Standards were recommended and an estimated cost was proposed of $500 million per year in rural areas and $250 million per year in urban areas. The interregional highway was one of a number of postwar highway proposals used to develop the Federal‐aid highway system. The Federal‐Aid Act of 1944 authorized a 40,000‐mile National System of Interstate Highways, but did not provide funds for its construction. The interstate would retain many elements of the federal‐state partnership and satisfy the public's demand for long‐distance highways; however, it would not be until 12 years later that such a system would be built.

Alongside the reduction in spill frequency, there has been a significant decrease in the quantity of oil spilt through the decades. In the 2010s approximately 164,000 tonnes of oil were lost from tanker spills of 7 tonnes and above, a 95% reduction since the 1970s. The figure for the present decade is currently 26,000 tonnes (three years of data).

Looking back on the last 80 or so years, the unifying thread in Army/Chavez history is that, first and foremost, the street was intended to serve as a high-volume route within a regional transportation plan that envisioned freeways and a future transbay bridge as its core elements. Like Precita Creek that runs underneath it, Army/Chavez was designed to carry traffic flowing from Twin Peaks eastward toward the shoreline of the Bay.

1910-1919You might already start to notice a pattern from Phil, he really likes to predict "late winters" for the US, this theme will be common through the rest of the time. The 1910s were relatively warm for March in Omaha, with most of our years ending up above average. Snowfall was interesting, generally March was dry for snowfall in Omaha, with a notable exception being 1912 where it was actually the snowiest March on record with 29.2"! (Side note: March 23, 1913 was the day of the Easter Sunday Tornado, a prediction which is out of Phil's wheelhouse). 2/10 041b061a72