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Effects of the car on societies
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World map of motorization rates, i.e., road vehicles per 1000 inhabitants.
Since the twentieth century, the role of the car has become highly important though controversial. It is used throughout the world and has become the most popular mode of transport in the more developed countries.[1][2] In developing countries, the effects of the car on society are not as visible, however they are significant. The development of the car built upon the transport sector first started by railways. This has introduced sweeping changes in employment patterns, social interactions, infrastructure and the distribution of goods.
Nonetheless the positive effects on access to remote places and mobility comfort provided by the automobile, allowing people to geographically increase their social and economic interactions, the negative effects of the car on everyday life are not negligible. Although the introduction of the mass-produced car represented a revolution in industry and convenience,[3][4] creating job demand and tax revenue, the high motorisation rates also brought severe consequences to the society and to the environment. The modern negative consequences of heavy automotive use include the use of non-renewable fuels, a dramatic increase in the rate of accidental death, the disconnection of local community,[5][6] the decrease of local economy,[7] the rise in obesity and cardiovascular diseases, the emission of air and noise pollution, the emission of greenhouse gases, generation of urban sprawl and traffic, segregation of pedestrians and other active mobility means of transport, decrease in the railway network, urban decay and the high cost per unit-distance on which the car paradigm is based.[8][9]
Contents
1 History
2 Access and convenience
3 Economic changes
3.1 Employment and consumption habits
3.2 Economic growth
3.3 Employment in the automotive industry
4 Traffic
5 Cultural changes
5.1 Changes to urban society
5.2 Advent of suburban society
5.3 Cars in popular culture
5.3.1 In The United States
5.3.2 Europe
5.4 Cinema
5.5 Cars as a hobby
6 Safety and traffic collisions
7 External and internal costs
7.1 Public or external costs
7.2 Private or internal costs
7.2.1 Kinetic speed vs. consumer speed
7.2.1.1 Example
8 See also
9 References
10 External links
History[edit]
1831 cartoon, warning about road troubles of the future.
In the early 20th century, cars entered mass production. The United States produced 45,000 cars in 1907, but 28 years later, in 1935, this had increased nearly 90-fold to 3,971,000.[10] This increase in production required a new large work force. In 1913 there were 13,623 people working for Ford Motor Company, but by 1915 this had increased to 18,028.[10][better source needed] Bradford DeLong, author of The Roaring Twenties, tells us that "Many more lined up outside the Ford factory for chances to work at what appeared to them to be (and, for those who did not mind the pace of the assembly line much, was) an incredible boondoggle of a job.[10]" There was a surge in the need for workers at big, new high-technology companies such as Ford. Employment increased greatly.
Sacrifices to the Modern Moloch, a cartoon published in The New York Times, satirising the indifference from the society regarding the increasing on automobile related traffic fatalities.
Though, when the motor age arrived in western countries at the beginning of the 20th century, many conservative intellectuals opposed the increase in motor vehicles on the roads. These increases removed space for pedestrians, and brought a tremendous increase in pedestrian deaths caused by car collisions.
W.S. Gilbert, a famous British librettist, wrote to The Times on 3 June 1903:
“ Sir,–I am delighted with the suggestion made by your spirited correspondent Sir Ralph Payne-Gallwey that all pedestrians shall be legally empowered to discharge shotguns (the size of the shot to be humanely restricted to No. 8 or No. 9) at all motorists who may appear to them to be driving to the common danger. Not only would this provide a speedy and effective punishment for the erring motorist, but it would also supply the dwellers on popular highroads with a comfortable increase of income. "Motor shooting for a single gun" would appeal strongly to the sporting instincts of the true Briton, and would provide ample compensation to the proprietors of eligible road-side properties for the intolerable annoyance caused by the enemies of mankind. ”
Ten years later, Alfred Godley wrote a more elaborate protest, "The Motor Bus", a poem which cleverly combined a lesson in Latin grammar with an expression of distaste for innovative motor transport.
Access and convenience[edit]
Convenience store in a rest area serving New Jersey Turnpike users.
Worldwide, the car has allowed easier access to remote places. However, average journey times to regularly visited places have increased in large cities, as a result of widespread car adoption and urban sprawl, as well as the decommissioning of older tram systems. This is due to traffic congestion and the increased distances between home and work brought about by urban sprawl.[11]
Examples of car access issues in underdeveloped countries are for example the paving of Mexican Federal Highway 1 through Baja California, completing the connection of Cabo San Lucas to California. In Madagascar, another example, about 30% of the population does not have access to reliable all-weather roads[12] and in China, 184 towns and 54,000 villages have no motor road (or roads at all).[13]
Certain developments in retail are partially due to car use, such as drive-thru fast food purchasing and Gasoline station grocery shopping.
Economic changes[edit]
Employment and consumption habits[edit]
High signs attract the attention of drivers on the adjacent freeway.
A street without a sidewalk, where the pedestrian must walk on the road pavement.
The development of the car has contributed to changes in employment distribution, shopping patterns, social interactions, manufacturing priorities and city planning; increasing use of cars has reduced the roles of walking, horses and railroads.[14]
In addition to money for roadway construction, car use was also encouraged in many places through new zoning laws that allowed any new business to construct a certain amount of parking based on the size and type of facility. The effect was to create many free parking spaces, and business places further back from the road. In aggregate, this led to less dense settlements and made a carless lifestyle increasingly unattractive.
Many new shopping centers and suburbs did not install sidewalks,[15] making pedestrian access dangerous. This had the effect of encouraging people to drive, even for short trips that might have been walkable, thus increasing and solidifying American auto-dependency.[16] As a result of this change, employment opportunities for people who were not wealthy enough to own a car and for people who could not drive, due to age or physical disabilities, became severely limited.[17]
Economic growth[edit]
Motorisation rate[18] vs. Economic growth[19] in European countries whose population is greater than 1 million inhabitants. Source: Eurostat.
In countries with major car manufacturers, such as USA or Germany, a certain degree of car dependency might be positive for the economy at a macroeconomic level, since it demands automobile production, therefore resulting also in job demand and tax revenue. These economic conditions were particularly valid during the 1920s when the number of automobiles, worldwide, had a substantial annual average increase, but also during the post–World War II economic expansion. Notwithstanding the growing effects provided by the automobile on the economy of some countries, several other auto-dependent countries, deprived from automobile industry and oil resources, have to allocate substantial economic assets, to satisfy its mobility policies, affecting then their commercial balance. This situation is broadly valid in the majority of the European countries, since, disregarding some few exceptions such as Norway, Europe is largely dependent on imports for its fossil fuels. Furthermore, just few European countries, such as Germany or France, have car manufacturers productive enough to satisfy their country's internal demand for cars. All these factors related to high motorisation rates, affect therefore the economic growth in the majority of the European countries.[18][19] Most African countries are also dependant from imported cars, usually second-hand from Western countries, some of those vehicles being in a very worn-out state. Finally, even countries with oil ressources could be deprived of refineries, such as Nigeria which has to import fuel even though it is a major oil producer.
Employment in the automotive industry[edit]
As of 2009 the U.S. motor vehicle manufacturing industry employed 880,000 workers, or approximately 6.6% of the U.S. manufacturing workforce.[20]
Traffic[edit]
Main article: Traffic
Cycling steadily became more important in Europe over the first half of the twentieth century, but it dropped off dramatically in the United States between 1900 and 1910. Automobiles became the preferred means of transportation. Over the 1920s, bicycles gradually became considered children's toys, and by 1940 most bicycles in the United States were made for children. From the early 20th century until after World War II, the roadster constituted most adult bicycles sold in the United Kingdom and in many parts of the British Empire. For many years after the advent of the motorcycle and automobile, they remained a primary means of adult transport. In several places - both high and low income - bicycles have retained or regained this position. In Denmark, cycling policies were adopted as a direct consequence of the 1973 oil crisis whereas bike advocacy in the Netherlands started in earnest with a campaign against traffic deaths called "stop child murder". Today both countries have high modal shares of cycling despite high car ownership rates.
Cultural changes[edit]
Prior to the appearance of the automobile, horses, walking and streetcars were the major modes of transportation within cities.[14] Horses require a large amount of care, and were therefore kept in public facilities that were usually far from residences. The wealthy could afford to keep horses for private use, hence the term carriage trade referred to elite patronage.[21] Horse manure left on the streets also created a sanitation problem.[22]
The motorcycle made regular medium-distance travel more convenient and affordable and after World War I the automobile too, especially in areas without railways. Because cars did not require rest, were faster than horse-drawn conveyances, and soon had a lower total cost of ownership, more people were routinely able to travel farther than in earlier times. The construction of highways in the 1950s continued this. Some experts suggest that many of these changes began during the earlier Golden age of the bicycle, from 1880 to 1915.[23]
Changes to urban society[edit]
Urban interchange in Guangdong
Beginning in the 1940s, most urban environments in the United States lost their streetcars, cable cars, and other forms of light rail, to be replaced by diesel-burning motor coaches or buses. Many of these have never returned, but some urban communities eventually installed rapid transit.
Another change brought about by the car is that modern urban pedestrians must be more alert than their ancestors. In the past, a pedestrian had to worry about relatively slow-moving streetcars or other obstacles of travel. With the proliferation of the car, a pedestrian has to anticipate safety risks of automobiles traveling at high speeds because they can cause serious injuries to a human and can be fatal,[14] unlike in previous times when traffic deaths were usually due to horses escaping control.
According to many social scientists, the loss of pedestrian-scale villages has also disconnected communities. Many people in developed countries have less contact with their neighbors and rarely walk unless they place a high value on exercise.[24]
Further information: Automotive city
Advent of suburban society[edit]
In the decades following World War II, the auto united in the United States with the single family dwelling to form suburbs. Suburban affluence led to a baby boomer generation far removed from the hardships of their parents. Community standards of the past, driven by scarcity and the need to share public resources, gave way to new credos of self-exploration. As the economy of the fifties and sixties boomed, car sales grew steadily, from 6 million units sold per year in the U.S. to 10 million. Married women entered into the economy and two car households became commonplace. In the seventies, however, the comparative economic stagnation then experienced was accompanied by societal self-reflection on the changes the auto brought. Critics of automotive society found little positive choice in the decision to move to the suburbs; the physical movement was looked upon as flight. The auto industry was also under attack from bureaucratic fronts, and new emission and CAFÉ regulations began to hamper Big Three profit margins.
Kenneth Schneider in Autokind vs Mankind (1971) called for a war against the auto, derided it for being a destroyer of cities, and likened its proliferation to a disease. Renowned social critic Vance Packard in A Nation of Strangers (1972) blamed the geographic mobility enabled by the auto for loneliness and social isolation. Auto sales peaked in 1973, at 14.6 million units sold, and were not to reach comparable levels for another decade. The 1973 Arab-Israeli War was followed by the OPEC oil embargo, leading to an explosion of prices, long gas lines, and talk of rationing.
While it may appear clear, in retrospect, that the automotive/suburban culture would continue to flourish, as it did in the 1950s and 1960s, no such certainty existed at the time when British architect Martin Pawley authored his seminal work, The Private Future (1973). Pawley called the automobile “the shibboleth of privatization; the symbol and the actuality of withdrawal from the community” and perceived that, in spite of its momentary misfortunes, its dominance in North American society would continue. The car was a private world that allowed for fantasy and escape, and Pawley forecasted that it would grow in size, and in technological capacities. He saw no pathology in consumer behavior grounded in freedom of expression.
Improved transport accelerated the outward growth of cities and the development of suburbs beyond an earlier era's streetcar suburbs.[14] Until the advent of the car, factory workers lived either close to the factory or in high density communities farther away, connected to the factory by streetcar or rail. The car and the federal subsidies for roads and suburban development that supported car culture allowed people to live in low density residential areas even farther from the city center and integrated city neighborhoods.[14] were Industrial suburbs being few, due in part to single use zoning, they created few local jobs and residents commuted longer distances to work each day as the suburbs continued to expand.[9]
Cars in popular culture[edit]
See also: Automobile folklore
In The United States[edit]
James Dean inside a Porsche Speedster
The car had a significant effect on the culture of the United States. As other vehicles had been, cars were incorporated into artworks including music, books and movies. Between 1905 and 1908, more than 120 songs were written in which the automobile was the subject.[14][not in citation given] Although authors such as Booth Tarkington decried the automobile age in books including The Magnificent Ambersons (1918), novels celebrating the political effects of motorization included Free Air (1919) by Sinclair Lewis, which followed in the tracks of earlier bicycle touring novels. Some early 20th century experts doubted the safety and suitability of allowing female automobilists. Dorothy Levitt was among those eager to lay such concerns to rest, so much so that a century later only one country had a women to drive movement. Where 19th-century mass media had made heroes of Casey Jones, Allan Pinkerton and other stalwart protectors of public transport, new road movies offered heroes who found freedom and equality, rather than duty and hierarchy, on the open road.
George Monbiot writes that widespread car culture has shifted voter's preference to the right-wing of the political spectrum, and thinks that car culture has contributed to an increase in individualism and fewer social interactions between members of different socioeconomic classes.[25] The American Motor League had promoted the making of more and better cars since the early days of the car, and the American Automobile Association joined the good roads movement begun during the earlier bicycle craze; when manufacturers and petroleum fuel suppliers were well established, they also joined construction contractors in lobbying governments to build public roads.[9]
As tourism became motorized, individuals, families and small groups were able to vacation in distant locations such as national parks. Roads including the Blue Ridge Parkway were built specifically to help the urban masses experience natural scenery previously seen only by a few. Cheap restaurants and motels appeared on favorite routes and provided wages for locals who were reluctant to join the trend to rural depopulation.[citation needed]
Europe[edit]
1973 Triumph TR6 Roadster
Road building was sometimes also influenced by Keynesian-style political ideologies. In Europe, massive freeway building programs were initiated by a number of social democratic governments after World War II, in an attempt to create jobs and make the car available to the working classes. From the 1970s, promotion of the automobile increasingly became a trait of some conservatives. Margaret Thatcher mentioned a "great car economy" in the paper on Roads for Prosperity.[citation needed] The 1973 oil crisis and with it fuel rationing measures brought to light for the first time in a generation, what cities without cars might look like, reinvigorating or creating environmental consciousness in the process. Green parties emerged in several European countries in partial response to car culture but also as the political arm of the anti nuclear movement.
Cinema[edit]
The rise of car culture during the twentieth century, played an important cultural role in cinema, mainly through blockbusters. Important characters such as James Bond, or the ones performed by James Dean, were always provided on scene with powerful automobiles, which through time, have become cultural icons.[citation needed]
Cars as a hobby[edit]
International Saab Club meeting in Latvia.
Over time, the car has evolved beyond being a means of transportation or status symbol and into a subject of interest and a cherished hobby amongst many people in the world, who appreciate cars for their craftsmanship, their performance, as well as the vast arrays of activities one can take part in with his/her car.[26] People who have a keen interest in cars and/or participate in the car hobby are known as "Car Enthusiasts".
One major aspect of the hobby is collecting. Cars, especially classic vehicles, are appreciated by their owners as having aesthetic, recreational and historic value.[27] Such demand generates investment potential and allows some cars to command extraordinarily high prices and become financial instruments in their own right.[28]
A second major aspect of the car hobby is vehicle modification, as many car enthusiasts modify their cars to achieve performance improvements or visual enhancements. Many subcultures exist within this segment of the car hobby, for example, those building their own custom vehicles, primarily appearance-based on original examples or reproductions of pre-1948 US car market designs and similar designs from the World War II era and earlier from elsewhere in the world, are known as hot rodders, while those who believe cars should stay true to their original designs and not be modified are known as "Purists".
In addition, motorsport (both professional and amateur) as well as casual driving events, where enthusiasts from around the world gather to drive and display their cars, are important pillars of the car hobby as well. Notable examples such events are the annual Mille Miglia classic car rally and the Gumball 3000 supercar race.
Many car clubs have been set up to facilitate social interactions and companionships amongst those who take pride in owning, maintaining, driving and showing their cars. Many prestigious social events around the world today are centered around the hobby, a notable example is the Pebble Beach Concours d'Elegance classic car show.
Safety and traffic collisions[edit]
Main articles: Automobile safety, Traffic collision, and Epidemiology of motor vehicle collisions
According to Eurostat the automobile is one of the less safe means of transport, if safety is measured as the fewest fatalities per travelled passenger-distance. Based on data by EU-27 member nations, 2008-2010.[29][30]
Annual US traffic fatalities per billion vehicle miles traveled (red), miles traveled (blue), per one million people (orange), total annual deaths (light blue), VMT in 10s of billions (dark blue) and population in millions (teal), from 1921 to 2017
Motor vehicle accidents account for 37.5% of accidental deaths in the United States, making them the country's leading cause of accidental death.[31] Though travelers in cars suffer fewer deaths per journey, or per unit time or distance, than most other users of private transport such as bicyclers or pedestrians[citation needed], cars are also more used, making automobile safety an important topic of study. For those aged 5–34 in the United States, motor vehicle crashes are the leading cause of death, claiming the lives of 18,266 Americans each year.[32][not in citation given]
It is estimated that motor vehicle collisions caused the death of around 60 million people during the 20th century[33] around the same number of World War II casualties. Just in 2010 alone, 1.23 million people were killed due to traffic collisions.[34]
Notwithstanding the high number of fatalities, the trend of motor vehicle collision is showing a decrease. Road toll figures in developed nations show that car collision fatalities have declined since 1980. Japan is an extreme example, with road deaths decreasing to 5,115 in 2008, which is 25% of the 1970 rate per capita and 17% of the 1970 rate per vehicle distance travelled. In 2008, for the first time, more pedestrians than vehicle occupants were killed in Japan by cars.[35] Besides improving general road conditions like lighting and separated walkways, Japan has been installing intelligent transportation system technology such as stalled-car monitors to avoid crashes.
In developing nations, statistics may be grossly inaccurate or hard to get. Some nations have not significantly reduced the total death rate, which stands at 12,000 in Thailand in 2007, for example.[36] In the United States, twenty-eight states had reductions in the number of automobile crash fatalities between 2005 and 2006.[37] 55% of vehicle occupants 16 years or older in 2006 were not using seat belts when they crashed.[38] Road fatality trends tend to follow Smeed's law,[39] an empirical schema that correlates increased fatality rates per capita with traffic congestion.
External and internal costs[edit]
Main article: Economics of automobile usage
Public or external costs[edit]
Main article: Externalities of automobiles
According to the Handbook on estimation of external costs in the transport sector[8] made by the Delft University and which is the main reference in European Union for assessing the externalities of cars, the main external costs of driving a car are:
congestion and scarcity costs,
accident costs,
air pollution costs,
noise costs,
climate change costs,
costs for nature and landscape,
costs for water pollution,
costs for soil pollution and
costs of energy dependency.
Use of cars for transportation creates barriers by reducing the landscape required for walking and cycling. It may look like a minor problem initially but in the long run, it poses a threat to children and the elderly. Transport is a major land use, leaving less land available for other purposes.
Cars also contribute to pollution of air and water. Though a horse produces more waste, cars are cheaper, thus far more numerous in urban areas than horses ever were. Emissions of harmful gases like carbon monoxide, ozone, carbon dioxide, benzene and particulate matter can damage living organisms and the environment. The emissions from cars cause disabilities, respiratory diseases, and ozone depletion. Noise pollution from cars can also potentially result in hearing disabilities, headaches, and stress to those frequently exposed to it.
Congestion is a notorious external cost of driving, such as in São Paulo (pictured).
In countries such as the United States the infrastructure that makes car use possible, such as highways, roads and parking lots is funded by the government and supported through zoning and construction requirements.[40] Fuel taxes in the United States cover about 60% of highway construction and repair costs, but little of the cost to construct or repair local roads.[41][42] Payments by motor-vehicle users fall short of government expenditures tied to motor-vehicle use by 20–70 cents per gallon of gas.[43] Zoning laws in many areas require that large, free parking lots accompany any new buildings. Municipal parking lots are often free or do not charge a market rate. Hence, the cost of driving a car in the US is subsidized, supported by businesses and the government who cover the cost of roads and parking.[40] This is in addition to other external costs car users do not pay like accidents or pollution. Even in countries with higher gas taxes like Germany motorists don't fully pay for the external costs they create.
This government support of the automobile through subsidies for infrastructure, the cost of highway patrol enforcement, recovering stolen cars, and many other factors makes public transport a less economically competitive choice for commuters when considering Out-of-pocket expenses. Consumers often make choices based on those costs, and underestimate the indirect costs of car ownership, insurance and maintenance.[41] However, globally and in some US cities, tolls and parking fees partially offset these heavy subsidies for driving. Transportation planning policy advocates often support tolls, increased fuel taxes, congestion pricing and market-rate pricing for municipal parking as a means of balancing car use in urban centers with more efficient modes such as buses and trains.
When cities charge market rates for parking, and when bridges and tunnels are tolled, driving becomes less competitive in terms of out-of-pocket costs. When municipal parking is underpriced and roads are not tolled, most of the cost of vehicle usage is paid for by general government revenue, a subsidy for motor vehicle use. The size of this subsidy dwarfs the federal, state, and local subsidies for the maintenance of infrastructure and discounted fares for public transportation.[41]
By contrast, although there are environmental and social costs for rail, there is a very small impact.[41]
Walking or cycling often have net positive impacts on society as they help reduce health costs and produce virtually no pollution.
Private or internal costs[edit]
Main article: Automobile costs
Compared to other popular modes of passenger transportation, especially buses or trains, the car has a relatively high cost per passenger-distance travelled.[44] Motorists in the United Kingdom seem to spend on their cars an average of roughly 1/3 of their average net income,[45] while motorists in Portugal seem to spend 1/2 of their net income. For the average car owner, depreciation constitutes about half the cost of running a car,[45] nevertheless the typical motorist underestimates this fixed cost by a big margin, or even ignores it altogether.[46]
In the United States, out of pocket expenses for car ownership can vary considerably based on the state in which you live. In 2013, annual car ownership costs including repair, insurance, gas and taxes were highest in Georgia ($4,233) and lowest in Oregon ($2,024) with a national average of $3,201.[47] Furthermore, the IRS considers, for tax deduction calculations, that the automobile has a total cost for drivers in the USA, of 0.55 USD/mile, around 0.26 EUR/km.[48] Data provided by the American Automobile Association indicates that the cost of ownership for an automobile in the United States is rising about 2% per year.[49] 2013 data provided by the Canadian Automobile Association concludes that the cost of ownership for a compact car in Canada, including depreciation, insurance, borrowing costs, maintenance, licensing, etc. was CA $9500 per year,[50] or about US $7300.
Kinetic speed vs. consumer speed[edit]
The Austrian philosopher Ivan Illich, a critic of the modern society habits, was one of the first thinkers to establish the so-called consumer speed concept. He wrote in his book Energy and Equity[51] published in 1974:
“ The model American male devotes more than 1600 hours a year to his car. He sits in it while it goes and while it stands idling. He parks it and searches for it. He earns the money to put down on it and to meet the monthly installments. He works to pay for gasoline, tolls, insurance, taxes, and tickets. He spends four of his sixteen waking hours on the road or gathering his resources for it. And this figure does not take into account the time consumed by other activities dictated by transport: time spent in hospitals, traffic courts, and garages; time spent watching automobile commercials or attending consumer education meetings to improve the quality of the next buy. The model American puts in 1600 hours to get 7500 miles: less than five miles per hour [the consumer speed]. In countries deprived of a transportation industry, people manage to do the same, walking wherever they want to go, and they allocate only 3 to 8 percent of their society's time budget to traffic instead of 28 percent. What distinguishes the traffic in rich countries from the traffic in poor countries is not more mileage per hour of lifetime for the majority, but more hours of compulsory consumption of high doses of energy, packaged and unequally distributed by the transportation industry.[52] ”
It is known by classical mechanics that the average kinetic speed v k {\displaystyle v_{k}} of an automobile and its passengers is simply the amount of space the car travels, divided by the elapsed time, i.e.:
v k = d t t {\displaystyle v_{k}={\frac {d}{t_{t}}}}
where d {\displaystyle d} is the distance travelled by the car and t t {\displaystyle t_{t}} is the travelled time, i.e., the time elapsed during the travel.
Though, to assess the consumer speed, we must sum the amount of time the car owner strictly allocates to work to afford such travelled distance. Then the consumer speed v v {\displaystyle v_{v}} is:
v v = d t t + t w {\displaystyle v_{v}={\frac {d}{t_{t}+t_{w}}}}
where t w {\displaystyle t_{w}} is the time the driver needs to work, to afford doing that specific travelled distance d {\displaystyle d} using such car.
Example[edit]
James (an example), a common car owner and driver who takes his car to get to work, spends totally (standing and running costs) on his car an average of €5000 per year. Considering James just uses his car to get to work and that one year has around 250 business days, James pays on average €20 per working day to afford his car. Consider the James' average net salary is €10 per hour; then James needs to work 2 hours per day just to afford his mean of transport to get to work, time strictly allocated to pay his car bills.
If he lives 20 km away from his workplace and he gets there in half an hour, then he makes 40 km per day during one hour (round trip). His kinetic average speed would then be:
v k = 40 k m 1 h = 40 k m / h {\displaystyle v_{k}={\frac {40\ km}{1\ h}}=40\ km/h}
Though, James needs on average 2 hours per day just to afford his car, working time budget strictly allocated for paying his car bills, so his consumer speed would be:
v v = 40 k m 1 h + 2 h ≈ 13 k m / h {\displaystyle v_{v}={\frac {40\ km}{1\ h+2\ h}}\approx 13\ km/h}
just 1/3 of his kinetic speed.
See also[edit]
General:
Automobile safety
Automobile dependency
Car costs
Environmental impact of transport
Motor club
Peak car
Alternatives:
Car-free movement
City bicycle
Congestion pricing
Freeway and expressway revolts
Good Roads Movement
Green vehicle
Road protest in the United Kingdom
Road space rationing
New Pedestrianism
Effects:[8]
Air pollution
Climate change
Externalities of automobiles
Motor vehicle fatality rate in U.S. by year
Traffic collisions
Traffic congestion
Jaywalking
National energy dependency
Obesity
Roadway noise
Roadway air dispersion modeling
Urban sprawl
Urban decay
Water pollution
Soil pollution
Planning response:
Compact City
New Urbanism
Transit Oriented Development
Smart Growth
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Jump up ^ From Highway to Superhighway: The Sustainability, Symbolism and Situated Practices of Car Culture Archived 2007-11-18 at the Wayback Machine. Graves-Brown. Social Analysis. Vol. 41, pp. 64–75. 1997.
Jump up ^ George Monbiot (2005-12-20). "George Monbiot, ''The Guardian'', December 20, 2005". London: Politics.guardian.co.uk. Retrieved 2011-01-09.
Jump up ^ http://www.aaca.org/About-AACA/an-introduction-to-aaca.html. A Concise History of AACA in the Beginning. Antique Automobile Club of America. Retrieved on February 20, 2014
Jump up ^ http://www.wealthdaily.com/articles/investing-in-classic-cars/4748. Investing in classic cars. Retrieved on April 5, 2014
Jump up ^ https://www.wsj.com/public/resources/documents/info-invcar04.html. "The Dow Jones Classic Car Index". The Wall Street Journal. Retrieved on July 14, 2015
Jump up ^ "Statistics database for transports". Eurostat (statistical database). Eurostat, European Commission. 20 April 2014. Archived from the original on 3 June 2012. Retrieved 12 May 2014.
Jump up ^ Vojtech Eksler, ed. (5 May 2013). "Intermediate report on the development of railway safety in the European Union 2013" (PDF). European Union Agency for Railways (report). Safety Unit, European Railway Agency & European Union. p. 1. Retrieved 12 May 2014.
Jump up ^ Directly from: http://www.benbest.com/lifeext/causes.html See Accident as a Cause of Death
Derived from: National Vital Statistics Report, Volume 50, Number 15 (September 2002)
Jump up ^ https://www.cdc.gov/injury/overview/data.html
Jump up ^ Pesce, Roberta (Apr 2, 2013). "Death in the 20th Century. The Infographic". MedCrunch.
Jump up ^ World Health Organization. "Number of road traffic deaths".
Jump up ^ Pedestrians become chief victims of road accident deaths in 2008 Archived 2009-07-25 at the Portuguese Web Archive
Jump up ^ 365 Days for Stopping Accident Deaths
Jump up ^ People Killed in Motor Vehicle Crashes, by State, 2005-2006
Jump up ^ NCSA Research Note (DOT-HS-810-948). US National Highway Traffic Safety Administration. May 2008.
Jump up ^ Adams, John. "Smeed's Law : some further thoughts" (PDF). University College London.
^ Jump up to: a b The High Cost of Free Parking by Donald C. Shoup
^ Jump up to: a b c d Graph based on data from Transportation for Livable Cities By Vukan R. Vuchic p. 76. 1999. ISBN 0-88285-161-6
Jump up ^ MacKenzie, J.J., R.C. Dower, and D.D.T. Chen. 1992. The Going Rate: What It Really Costs to Drive. Washington, DC: World Resources Institute.
Jump up ^ http://www.its.ucdavis.edu/people/faculty/delucchi
Jump up ^ Diesendorf, Mark. The Effect of Land Costs on the Economics of Urban Transportation Systems (PDF). Proceedings of Third International Conference on Traffic and Transportation Studies (ICTTS2002). pp. 1422–1429. ISBN 978-0-7844-0630-4. Archived from the original (PDF) on 2008-07-19. Retrieved 2008-04-15.
^ Jump up to: a b Osborne, Hilary (2006-10-20). "Cost of running a car 'exceeds £5,000'". The Guardian. London: Guardian Media Group.
Jump up ^ Meek, James (2004-12-20). "The slow and the furious". The Guardian. London: Guardian Media Group.
Jump up ^ Car-ownership costs by state. Retrieved 2013-08-22
Jump up ^ IRS (June 23, 2011). "IRS Increases Mileage Rate to 55.5 Cents per Mile". Archived from the original on April 22, 2016.
Jump up ^ Which state is the most expensive for driving?. Retrieved 2013-08-22
Jump up ^ "CAA National". www.caa.ca. Retrieved 2017-10-29.
Jump up ^ Illich, Ivan (1974). Energy and Equity (PDF). Archived from the original (PDF) on 2015-12-22.
Jump up ^ Ivan Illich, excerpts from Energy and Equity; also collected in Toward a History of Needs. "The industrialization of traffic". CS1 maint: Multiple names: authors list (link)
External links[edit]
Forum for the Automobile and Society
website for the book Carjacked: The Culture of the Automobile and its Effect on Our Lives
Traffic Volumes & Highway Capacity[permanent dead link]
Retrieved from "https://en.wikipedia.org/w/index.php?title=Effects_of_the_car_on_societies&oldid=857128725"
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Dennis the Menace (1959 TV series)
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This article is about the 1959 American series. For other uses, see Dennis the Menace. For the 1986 animated American series, see Dennis the Menace (1986 TV series). For the film, see Dennis the Menace (film). For the video game, see Dennis the Menace (video game).
Dennis the Menace
CBS promotional title card for Dennis the Menace
Genre
Sitcom
Created by
Based on the comic strip by Hank Ketcham
Starring
Jay North
Herbert Anderson
Gloria Henry
Jeannie Russell
Joseph Kearns
Gale Gordon
Sylvia Field
Sara Seegar
Theme music composer
William Loose
John Seely
Country of origin
United States
Original language(s)
English
No. of seasons
4
No. of episodes
146 (list of episodes)
Production
Executive producer(s)
Harry Ackerman
Producer(s)
James Fonda (1959-61)
Winston O'Keefe (1961-63)
Running time
25 minutes
Production company(s)
Dariell Productions
Screen Gems
Hank Ketcham Enterprises
Distributor
Screen Gems
(1965-1966)
Sony Pictures Television
Release
Original network
CBS
Picture format
Black-and-white
Audio format
Monaural
Original release
October 4, 1959 (1959-10-04) – July 7, 1963 (1963-07-07)
Dennis the Menace is an American sitcom based on the Hank Ketcham comic strip of the same name and preceding The Ed Sullivan Show on Sunday evenings on CBS from October 1959 to July 1963. The series stars Jay North as Dennis Mitchell; Herbert Anderson as his father, Henry; Gloria Henry as his mother, Alice; Joseph Kearns as George Wilson; Gale Gordon as George's brother, John Wilson; Sylvia Field as George's wife, Martha Wilson; and Sara Seegar as John's wife, Eloise Wilson.
Originally sponsored by Kellogg's cereals and Best Foods (Skippy peanut butter), the series was produced by Dariell Productions and Screen Gems.[1]
Contents
1 Plot summary
1.1 First season
1.2 Later seasons
1.2.1 Death of Joseph Kearns
2 Cast
2.1 Main characters
2.2 Recurring characters
2.3 Guest stars
3 Episodes
4 Production notes
5 Ratings
6 Cancellation
7 Syndication
8 DVD releases
9 See also
10 References
11 External links
Plot summary[edit]
The show follows the lives of the Mitchell family – Henry, Alice, and their only child, Dennis, an energetic, trouble-prone, mischievous, but well-meaning boy, who often tangles first with his peace-and-quiet-loving neighbor, George Wilson, a retired salesman, and later with George's brother John, a writer.
While the series was based on the Dennis the Menace comic strip, there are differences between the two are seen. On the sitcom and in the comics, Dennis is basically a good, well-intentioned boy who always tries to help people, but winds up making situations worse - often at Mr. Wilson's expense. In early episodes of the first season, more outlandish disasters occuredas a result of his actions. The character of Dennis was toned down by the sixth or seventh episode. Instead of Dennis's dog Ruff, a smaller Cairn Terrier (per the episode "Miss Cathcart's Friend") named Fremont belonged to George and Martha Wilson. He did not appear during the fourth season, when John and Eloise Wilson moved into 625 Elm Street.
First season[edit]
The cast of Dennis the Menace; (clockwise from center) Jay North, Herbert Anderson, Gloria Henry, Sylvia Field, and Joseph Kearns, 1960
With CBS seeking to replace the hit show it had lost when it allowed Leave It to Beaver to migrate to ABC, a pilot episode titled "Dennis Goes To The Movies" was filmed in late 1958. In the pilot, Dennis was younger and his speech, the tone of his voice, and character had not been as developed as in episodes later in the 1959–1960 season. In the episode, Dennis causes much destruction such as burying a hose (installing an automatic sprinkler system), trying to repair a leg on the kitchen table and causing It to collapse, and almost knocking Mr. Wilson off the ladder, but causing him to ruin his shoes as he steps in a can of paint, among other things. Dennis's father and mother then announce that they are going to the movies to see a Western (that Dennis wanted to see "all my life") and that Dennis would stay home with a babysitter.
Because none of the babysitters in the neighborhood would help out because of Dennis's mischief, the Mitchells find an older lady, Mrs. Porter (Madge Blake), who had never met Dennis. Dennis then switches places with Joey and sneaks out to the same movie his parents are seeing. Joey stays home, while Mrs. Porter thinks he is Dennis. Meanwhile, Dennis causes havoc at the theater, even demanding that the projectionist repeat a scene. His parents suspect that Dennis is there causing these problems and call Mrs. Porter at the house. Mrs. Porter assures them that Dennis has been well behaved. Dennis beats his parents home and is in bed by the time they return, but he makes noises trying to borrow Mr. Wilson's ladder to climb back into his upstairs bedroom window. This causes Mr. Wilson to go outside to see what is wrong. Mr. Wilson is arrested for armed robbery when he is found with Dennis's toy gun. The final scene where Joey jumps into bed with Dennis was filmed in the summer of 1959, after half a dozen episodes had been filmed (Dennis was several months older, has a different hairstyle, and is wearing different clothes) to make the episode fit the half-hour time segment.
In early 1959, several other episodes were filmed, including "The Fishing Trip", "Dennis Gets a Duck", "Dennis Runs Away", "The Cowboy", "Open House" (where Margaret made her debut, this episode was made prior to "The Sign Post", but aired after), and "Dennis Becomes a Babysitter" (in which Margaret also appears). At that point, CBS consented to air the program at 7:30 pm ET on Sunday evenings after Lassie. After viewing these episodes, CBS determined that Dennis's antics had to be toned down because of fear that his actions would encourage children watching the show to imitate Dennis.
Several weeks before the series debuted, the episode "The Sign Post" was produced in which Tommy made his debut. Margaret, who appeared in two episodes that were made before, but aired after, also appeared along with Joey. After the pilot aired as the first episode, "The Sign Post" aired and after that "Fishing Trip", the second episode, aired. After that, newly made episodes aired mixed in with the initial batch made earlier in 1959, which explains why "Dennis Runs Away", which was the fourth or fifth episode was run later in the first run, and shows an obviously younger Dennis as in the earlier episodes. Also, the episode "Dennis and The Rare Coin" was aired before "Dennis Runs Away", but aired after. On both episodes, Dennis is at the police station. On "Dennis and The Rare Coin" where Dennis is given milk, he states, "last time I came here I got ice cream", referring to the episode "Dennis Runs Away" where he got an ice cream cone at the police station, which was made before, but aired after. Joey was gradually phased out in season one. Dennis's friend Stewart appeared in only a few episodes in the first season and was played by Ron Howard (who soon after became Opie Taylor on The Andy Griffith Show).
Later seasons[edit]
Jay North as Dennis and Jeannie Russell as Margaret Wade, 1963: In this final fourth season, Dennis no longer wears his trademark overalls.
Dennis and Mr. Wilson had a love-hate relationship, with Dennis always aggravating Mr. Wilson, but usually without realizing it. He would call Mr. Wilson his "best friend", and often referred to him as "Good 'Ol Mr. Wilson", while on many occasions, Mr. Wilson would tell Dennis, "You have far better friends than me." Mrs. Wilson, however, loved Dennis in a grandmotherly way and tried to make the situation better between the two. Other neighbors and townspeople aired on a recurring basis included Mrs. Lucy Elkins (a widowed neighbor and the town gossip), Mrs. Dorothy Holland (another widow who aired on a recurring basis in season one only), Miss Esther Cathcart (a lonely spinster), Mr. Otis Quigley (the grocer), Opie Swanson (the TV/appliance store owner), Mr. Lawrence Finch (the druggist), Sgt. Harold Mooney (the policeman), Mr. Krinkie (the newspaper editor), and Buzz (the local handyman), among others. Dennis also had a nemesis named Johnny Brady, whose father and Henry Mitchell also were sometimes at odds.
Second- and third-season episodes began to focus on Dennis at school learning to read, going to camp, playing baseball, being in scouting, and trying to help Mr. Wilson. Dennis was gradually maturing, and at times, Mr. Wilson is revealed to like Dennis deep down. In the fourth season, Dennis is no longer seen in his trademark overalls, and is instead wearing regular pants. Also, the famous striped shirt goes from a crew-neck to a "polo"-type shirt with a collar and buttons.
Death of Joseph Kearns[edit]
Jay North as Dennis and Gale Gordon as John Wilson, 1962
On February 17, 1962, after filming the show's 100th episode, Joseph Kearns died of a cerebral hemorrhage. In a 2010 interview, actress Gloria Henry revealed Kearns followed a strict six-week Metrecal diet that may have contributed to his death.[2] The following two episodes were filmed without the character of Mr. Wilson. Gale Gordon joined the cast for the last six episodes of the season as Mr. Wilson's brother, John. Gordon bore a closer resemblance to the comic strip's Mr. Wilson than Kearns did. It was explained that John was staying as a guest while George was settling an estate back east. Sylvia Field, who played Martha Wilson, was let go at the end of the season. In the fourth and final season, John Wilson purchased the house from his brother, although where George and Martha had moved was never explained. He was joined by his wife, Eloise, played by Sara Seegar. Final references to George and Martha Wilson were made early in the fourth season, although they were not mentioned by name after the first episode. George Wilson was referred to as "the other Mr. Wilson" in the second episode, and John Wilson says in the seventh episode he bought the house from his brother. After that, the original Wilsons were never mentioned again.
Cast[edit]
Main characters[edit]
Dennis Mitchell (Jay North) is the series protagonist (146 episodes, 1959–1963).
Henry Mitchell (Herbert Anderson) is Dennis' father and Alice's husband (144 episodes, 1959–1963).
Alice Mitchell (Gloria Henry) is Henry Mitchell's wife and Dennis's mother (145 episodes, (1959–1963)
Mr. George Wilson (Joseph Kearns) is the Mitchells' neighbor; he is often exasperated with Dennis's antics, though is proud that Dennis considers him his best friend. George has a dog named Fremont. Kearns appeared in 101 episodes from 1959 to 1962; his last work was aired posthumously in the episode "The Man Next Door" on May 6, 1962.
Mrs. Martha Wilson (Sylvia Field) is George Wilson's wife, a loving, grandmotherly type neighbor who enjoys Dennis's company. The Wilsons had no children. Martha Wilson was written out of the series after Joseph Kearns' death (90 episodes, 1959–62).
Tommy Anderson (Billy Booth) is Dennis's closest friend (111 episodes, 1959–1963).
Mr. John Wilson (Gale Gordon) is George Wilson's brother. Gordon's first episode is entitled "John Wilson's Cushion", which aired on May 27, 1962. Gordon appeared in 43 episodes from 1962 to 1963.
Eloise Wilson (Sara Seegar) is John Wilson's wife (36 episodes, 1962–1963).
Recurring characters[edit]
Margaret Wade (Jeannie Russell) is a snooty, but good girl with a crush on Dennis (38 episodes, 1959–1963).
Seymour Williams (Robert John Pittman) is Dennis's friend (31 episodes, 1961–1963).
Stewart (Ron Howard) is another of Dennis's friends (six episodes, 1959–1960). Howard left to join the cast of The Andy Griffith Show.
The Bradys – Johnny was Dennis's nemesis, the neighborhood braggart with a better-than-you attitude – shown to everyone but his father Charles – who annoys adults with the same arrogance. Johnny was played by Gregory Irvin; Laurence Haddon was cast as Charles Brady.
Sergeant Harold Mooney (George Cisar) is a policeman (31 episodes, 1960–1963). Mooney's first name also was Ralph in various episodes.
Mrs. Lucy Elkins (Irene Tedrow) is a Mitchell neighbor (26 episodes) and an avowed enemy of George Wilson.
Mr. Otis Quigley (Willard Waterman) is the grocer (14 episodes).
Miss Esther Cathcart (Mary Wickes) is a spinster (10 episodes, 1959–1962) who chases every single man in sight.
Mr. Krinkie (Charles Seel) is the newspaper editor (nine episodes, 1960–1963).
Grandma Mitchell (Kathleen Mulqueen) is Henry's mother, who joined the cast for eight episodes in 1961 while Gloria Henry was on maternity leave.
Joey McDonald (Gil Smith) is Dennis' friend (eight episodes, 1959–1960).
Mrs. Schooner (Lillian Culver) is a local socialite, volunteer, and outdoor enthusiast (seven episodes, 1960–63).
Mr. Lawrence Finch (Charles Lane) is the drugstore owner (six episodes, 1960–1962).
Mrs. Dorothy Holland (Helen Kleeb) is a Mitchell neighbor and Mrs. Elkins' friend. Kleeb appeared in five episodes from 1959–1962, three as Mrs. Holland.
Mr. Merrivale (Will Wright) is a florist (four episodes, 1959–61), considered a shady businessman by most of the neighborhood.
Uncle Ned Matthews (Edward Everett Horton) is George and John Wilson's uncle (three episodes, 1962–63).
Opie Swanson (Dub Taylor) is an electrician (three episodes, 1960).
Mr. Dorfman (Robert B Williams) is a postman (1959–60).
Mr. Hall (J. Edward McKinley) is Mr. Mitchell's boss.
Foster A. Steward (Ned Wever) is the chief of police.
Buzz (Chubby Johnson) is the neighborhood handyman (three episodes, 1961–1962).[3]
Guest stars[edit]
Mel Blanc, a Hollywood voice acting specialist, was cast as Leo Trinkle, the town dogcatcher, in the 1961 episode "Miss Cathcart's Friend".[4]
Spring Byington appeared as herself in the 1961 episode "Dennis's Birthday", with Vaughn Taylor also appearing in this segment.[5]
Elinor Donahue portrayed Georgiana Ballinger in the 1960 episode "Dennis and the Wedding". In the story line, Georgiana is the niece of George and Martha Wilson, and Dennis is selected as the ringbearer at her wedding. The cranky Mr. Wilson worries that Dennis could disrupt the whole ceremony. (Note: Despite two of Mr. Wilson's sisters appearing in first-season episodes, as well as references to Mrs. Wilson's mother and two sisters and the later existence of John Wilson, George says he and Martha "are the only family she (Georgiana) has left.") Georgiana was referenced later in the second season as being pregnant with her first child, but her character was not seen nor ever mentioned again for the rest of the series.[6]
Bob Dornan was cast as Lieutenant Alden in the 1962 episode "Dennis at Boot Camp". Roy Roberts played Captain Stone in the same segment.[7]
Bob Hastings appeared five times on the series, most notably as Coach Gilmore in the 1963 episode, "The Big Basketball Game".[8]
Cheryl Holdridge, a member of the Mickey Mouse Club, was cast as Helen Franklin in "Dennis's Lovesick Friend", the second episode without Joseph Kearns as Mr. Wilson. Instead, this segment features Edward Everett Horton as Uncle Ned Wilson.[9]
Sandy Koufax, Los Angeles Dodgers pitcher, appeared as himself in the episode "Dennis and the Dodger", the first episode without Joseph Kearns.[10]
John A. "Shorty" Powers, a lieutenant colonel in the United States Air Force known as the "Voice of the Astronauts", portrayed himself in the 1963 episode "Junior Astronaut".[11]
Others appearing on the series include:
Morris Ankrum
John Astin
Eleanor Audley
Parley Baer
Madge Blake
Willis Bouchey
Edgar Buchanan
Frank Cady
James T. Callahan
Olive Carey
Joe Conley
Ellen Corby
Lloyd Corrigan
Cyril Delevanti
Barry Gordon
Harold Gould
Don C. Harvey
Jimmy Hawkins
Jonathan Hole
Hal Hopper
Brad Johnson
Harvey Korman
Forrest Lewis
Tyler McVey
Arthur Malet
James Millhollin
Stuart Nisbet
Alice Pearce
Maudie Prickett
Stafford Repp
Addison Richards
Hal J. Smith
Arthur Space
Jean Stapleton
Hope Summers
Ray Teal
Ernest Truex
Lurene Tuttle
Gregory Walcott
Doodles Weaver
Estelle Winwood
Episodes[edit]
Main article: List of Dennis the Menace (1959 TV series) episodes
Season
Episodes
Originally aired
First aired
Last aired
1 32 October 4, 1959 (1959-10-04) June 6, 1960 (1960-06-06)
2 38 October 2, 1960 (1960-10-02) June 25, 1961 (1961-06-25)
3 38 October 1, 1961 (1961-10-01) July 1, 1962 (1962-07-01)
4 38 September 30, 1962 (1962-09-30) July 7, 1963 (1963-07-07)
Production notes[edit]
This section does not cite any sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. (May 2018) (Learn how and when to remove this template message)
The fictional "Blondie Street" located at Columbia Ranch in Burbank, California (now the Warner Ranch) was the backdrop for the series.
The Mitchells' house was constructed between 1934 and 1935 for the movie Party Wire. It was later moved and became well known as the home of the Stone family on The Donna Reed Show in 1958, before becoming the home of the Mitchell family in 1959.
The Wilsons' house was constructed between 1936 and 1937 for the Blondie film series. This structure, after some transformation, became well known as the home of the Andersons in Father Knows Best before becoming the home of the Wilsons, and later, the home of Major Nelson and Jeannie in I Dream of Jeannie. The house can also be seen in episodes of Bewitched and The Partridge Family.
The Partridge Family house, located on the same street, was used as the home of Mrs. Elkins (a Mitchell neighbor). It can be seen in the episode "The Man Next Door" (season three, episode 30) in which Mr. Wilson and Dennis believe a jewel thief is living next door and climb into a basement window of the home. It was also used as Miss Cathcart's house in the episode "Miss Cathcart's Sunsuit" (season one, episode 32). The corner church, together with The Partridge Family house, burned down in a fire in August 1970. Both were rebuilt to specification, albeit the church was moved further back and in a different configuration and smaller. Prior to The Partridge Family, the house facade was used by the characters of Mr. and Mrs. Kravitz on Bewitched. Now, all of these houses still exist at the Warner Ranch and are used primarily as storage space and production offices across from the suburban park it faces.
The garage of the well-known address, 1164 Morning Glory Circle, used as the Bewitched house, can also be seen in several episodes.
Ratings[edit]
Ratings
Season Rank (Rating)
1) 1959–60 # 16 (26.0)
2) 1960–61 # 11 (26.1)
3) 1961–62 # 17 (23.8)
4) 1962–63 Not In The Top 30
Cancellation[edit]
By the show's fourth season, Jay North was 11 years old and was outgrowing the antics associated with his character. CBS cancelled Dennis the Menace in the spring of 1963.
Syndication[edit]
In 1963, NBC began airing reruns of the series on Saturday mornings for two seasons - the show entered syndication in 1965. It has run consistently on local stations over subsequent years. On July 1, 1985,[12] the Nickelodeon cable network began airing the series, and continued until October 21, 1994.[13] It also aired on TV Land from 2002 to 2003. On January 3, 2011, Dennis the Menace began airing on Antenna TV.
The show was exported to the United Kingdom and shown on the ITV network, with 103 episodes airing in the London region between 1960 and 1966. To avoid confusion with the British comic character, the series was known in the UK as Just Dennis.
Dennis The Menace is currently available in its entirety on the Hulu streaming service.
DVD releases[edit]
Shout! Factory has released all four seasons on DVD in Region 1. On August 7, 2012, Shout! Factory released a 20-episode best-of set entitled Dennis the Menace- 20 Timeless Episodes.
DVD Name
Episodes
Release Date
Season one 32 March 29, 2011
Season two 38 July 26, 2011
Season three 38 October 25, 2011
Season four 38 January 10, 2012
See also[edit]
Television in the United States portal
1950s portal
Dennis the Menace (film)
References[edit]
Jump up ^ [The New York Times Encyclopedia of Television by Les Brown (Times Books, a division of Quadrangle/The New York Times Book Company, Inc., 1977), ISBN 0-8129-0721-3, p. 116-117]
Jump up ^ http://cobwebtv.blogspot.com/2011/10/great-scott.html
Jump up ^ "Chubby Johnson". Internet Movie Data Base. Retrieved February 9, 2013.
Jump up ^ ""Miss Cathcart's Friend", January 22, 1961". Internet Movie Data Base. Retrieved February 9, 2013.
Jump up ^ ""Dennis's Birthday", February 19, 1961". Internet Movie Data Base. Retrieved February 9, 2013.
Jump up ^ ""Dennis and the Wedding", October 9, 1960". Internet Movie Data Base. Retrieved February 9, 2013.
Jump up ^ ""Dennis at Boot Camp", November 25, 1962". Internet Movie Data Base. Retrieved February 9, 2013.
Jump up ^ ""The Big Basketball Game", February 24, 1963". Internet Movie Data Base. Retrieved February 9, 2013.
Jump up ^ ""Dennis's Lovesick Friend", May 20, 1962". Internet Movie Data Base. Retrieved February 9, 2013.
Jump up ^ ""Dennis and the Dodger", May 13, 1962". Internet Movie Data Base. Retrieved February 9, 2013.
Jump up ^ ""Dennis and the Astronaut", January 13, 1963". Internet Movie Data Base. Retrieved February 9, 2013.
Jump up ^ The Daily Intelligencer – July 1, 1985
Jump up ^ The Intelligencer – October 21, 1994
External links[edit]
Wikiquote has quotations related to: Dennis the Menace (1959 TV series)
Wikimedia Commons has media related to Dennis the Menace (1959 TV series).
Dennis the Menace on IMDb
Dennis the Menace at TV.com
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