1922 Study Plan Relief Street Traffic Congestion La

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Street

Traffic. Caw'

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STUDY

AND PLAN

OF

RBLIEF

OF

THE

STREBT

TRAFFIC

CONGBSTION

I I

THE

CITY OF

LOS ANGELBS CALI?1RNIA

THESIS

PREPARED

IN

THE

COLLEGE

OF CIVIL

ENGINBERING

UNIVERSITY OF

CALIFORNIA

lAY

1922.

By

John

U

Terrass

Candidate for

the

Degree of Bachelor of SCience in

Civil

Engineerin

Presented to Dean of

College of Civil Engineering

for Approvsl

May 192

Presented

to

Advisor

for

pproved

pprova l

April .

c\ t.

Advisor

192

Presented

to Desn of College of Civil

pproved

Dean

Engineering

for Approval

May.192

C i )enY L- r )

College of

Civil

Engineering.

•



•

L TT R

O

T R A N S ~ I T T A L

Unl t'erslty

California,

Berkeley,

California,

l ay

1 1922

Professor Charles

Derleth, Jr.

Dean,

College

of

Civi l

Engineering,

University

o f C a lif or nia

Dear

Sir:

In accordance with

the regulaUon

of

the

College of

v i

Engineering, Un vera

ty of

Callfo1rnla, present

my thes is

ent i t led Study and Plan of

RelIef

of Street

Traffic

Congestion

In the

City

of Los Angeles, Calif ornia , fo r your consideration.

Respsctfully submitted

c f ; l ~

Candid.ate

for the degree of

Bachelor of Science, College

of Civ il Engineering

•



T BLE OF OXTR TS

.

Page

T TL P G

• A

LETTER OF TR MSMITT L B

T BLE OF COXTRNTS

C

REPORT

Indroduction

I

Chapter Data •

Development the Cit Loa Angeles

population _

2 Area 3

3 Distribution Population

8

4

Retail Distr ict

8

B.

Lo

Ansele R il

• •

Corporation 0

Location L. R1.

Corpor t ion Line

3 L

A. R1.

Car Flo

on streets

in Bu ine•• Distr ict 7

2 Data to r

L.

R1. Car

Flo

6



C Pacific Electric Railroad

I

Pacific Electric

Linea

Operating from

Hil l

Street Station

2

Pacific Electric Linea Operating from Main

s t ree t Station

Page

Ig

2

22

3 Data fo r P acific Electric Car Flow Diagram 25

D

Vehicular

Traffic

I

Growth

in

Automobile Reglatration

in

Lo

Angele County

7

2 Number of Automobilee

U ing

StreI t of Bu lne a

Di tr ic t

per Day

3 Check made by the Automobile Club of Southern

Callfornia

g

4 Check made by the Loa Angel Board of

Public

Utl1it iea 30

5 photogrephlc Trafflc Check B

B

Pedeetrian

Trafflc in Bu lne

•• Dlatrlc\

38

F

Regulation

of Trafflc

4I

I

Definltion

of

Bu lness

Dl tr ic t

4I

2

Deflnltion

of

Congested Distr ic t

42

3

Direction of t raf f ic Mowlment ln All ly 43



•

4

Automobiles stopping Behind and

Paaaing

str et

Cara

Page

44

5

Parking

of Vehiclea 44

5 Reatrictiona aa

to

Typea of

h i v l ~

44

7

Traffic

Officera 44

G

Value

of Availabla Data 45

Ckapter preaent Conditiona

A pointa of Congeation 45

B Cauaea

Congestion • 45

•

c Conolualon

rawn rom

Present

Conditions

Chapter

Improvements and Plans

tor

Improvements

Which

Will

t f ec t

Traffic

Conditioba

47

58

•

Second s t ree t Tunnel 47

B Opening of Fifth Street 48

C

Pacific

Electric Tunnel Northweat From the Hill

s t r e t

Station

_ 49

D

Union

paaaengar

Station

51

E probable Future Development of the Pacific

Electric Railway Syatem



Page

t

Cha

tel 4 Ganeral Requlrement

and Methoda which

Ml

t be Uaed in Plane

fo r

the R elle f o f T rafflc

Congestlon

~

Requlrements o f a Plan

o f

Rellef

o f

Trafflc

Congeetlon

I Vehicular Traffic 60

2

~ a l w a y Trafflc 60

3

P e ~ e s t r l a n

Trafflc

61

B General Yethods Whlch Might

be

Used to Relleve

Congeatlon

I _1den1ng

of streets

62

2 Reroutlng o f S tre e t

Cars

o n C on ge st ed S t r eet s

62

3

Elllvated

o r

Subway Ra1lway

Structures

64

4

One ay Tratflc

on

Certaln Streete

64

Cb e

ta r

Conelus1onfJ

plan o f

R ellef of T ra tflc

Congestlon

I General

outline

o f

Pfan

65

2 Reroutlng o f S t r eet Cars 66

3

ReqUired Construction and Ea t l

ted Coat o f

on tructloD

B Dlacusslon

o f

Plan

72



•

C Recommendatlon

ror

Immedlate Actlon by tbe Clty

Page

77

Blbllography •

g

IlI .trat1one

I Chart

or

Populatlon

Growth or Clty

or Lo.

Angele.

•

2. Chart or

Area Growth

or Clty or Loe Angele. 6

•

3. Terrl to. lal

Orowtb or Clty

or Lo.

Angele. 7

4. Dl.trlbutlon and

Denslty or

Populatlon ln

o ng l s

5. Chart showing the Growth ln AutoJllObUe Regh-

tra tlo n ln Lo. Angele . County • 28

6.

Aerlal photograpa

or

a Part or the

Bu.lnee.

Dl.tr lct or Lo. Angele.

3g

Map <at the end the Report.

I Map or Tertltory

Annexed

to t Clty Lo.

Angeles

2. Retal1 l t r lc t gOO and Ig20

3. Routing

Street

Car.

4. Car

Plow Diagram

5. Bu.lne

••

and

Congested Dl.tr lct •

•



•

6.

Union

assenger Terminal

7.

Union

Siation at

the

la a

e

Joint

Pasaenger e ~ i n l

aa

Proposed

the

Southern

Paoifio and

Salt Lake Railroads.

ap

Joint Pa

enger

Terminll as

Proposed

the

Southern Paoific

and Salt Lake Railroade. sketch

IO

proposed Rerouting of

Street

rs in the

Business

Distr iot .

Car

Flow Diagram

Arter Rerouting Proposed.

I2.

Los

Angeles City

nsp

•

•



STUDY

and PLAN of RELIEF of

the

STREET TRAFFIC C1 GESTIJN

In

the CITY

of

InS

A; G=:L:;:5 CALIP JllNIA

Traffic

congestion in the

City of Los Angeles has

in-

creased

rapidly in

the p a ~ 8 e d f ive years ~ y complaints have

been

msde by both the people and the public

ut i l i t ies

which sre di-

rsct ly sffected

by t r s f f ic congestion Chief

Engineer

H

Z Osborne

of ths Los Angeles Board of

Public

Uti l i t ies

in

a discussion of

tr f f ic

conditions

estim ated th e present yearly losses due to con-

geet lon

as being

365 800 he

estimate

1s based on the as sump-

t l ~ n

that

every

s treet car patron loses at le s t rive minutes a

day from avoidsble t ra f f ic

congastion and

that time is worth • 50

sn hour to t he in di vi du al On

th is basis 16 731 600

hours or

:8 365 800 were

lo st l st year This amount

money

capitalized

1 ~

would

just i fy

a cspi ta l

inveetment

of

~ 3 6 5 B

i f

by

i t s

investment

rive minutes

day

could be

saved

to

each person

from

the

delays caused by t ra f f ic congeetion The delsys caused to

vehicles

most

which

are automobiles

operating

Within the con-

gested area would

probably be

a great deal more than five minutes

and the

coat

or ope ration and the

time

lost

by their

operators

worth much more

than

f i f ty

cents

an

hour Although the 108ses in

due to

tr f f ic

congestion

are

of a very intangivle nature when

applied to a city at large such an example

as

given

be

r Osborne

shows that a

large

amount of capi ta l could

just i f iably

be

expended

to remove tr f f ic congestion

he

purpose

of this report 1s to suggest a plan of

rel iev-

ing tr f f ic congestion and 1n a general way show

i t s

practibl11ty



In reparln g t h i s report

the

writer 1s indebte d to Chief

Engineer R

Z

Osborne

and

Assistant Engineers J . W Walters

and

F

Lorentz

of

the

Los

Angeles Board

of

Public

U t i l i t i e s

for

many

valuable suggestions

Many

helpfUl

suggestions were also received

from

F

S Foote Professor of

Railroad

Engineering a t

the

University

of California and M B Terrss8 Office Engineer for

the

Santa Fe

Railroad a t

LOB Angeles

and the w r i t e r s father



Year

PopulaU n

195

1610

1860

4385

187

5728

188

11183

2.

Area

The

area of the

City

since

~ o v a m b e r 5

1913 when

Chapter

Data

A O e v e l o p ~ e n t of

the

Clty or Los Angeles.

1.

Populstlon

Durlng the l a s t twenty years the

populatlon

of the Clty of

Los Ange les has increased

very

rapidly The U S Census figures

for the

yesrs

187

to

192 are given below wlth estimates for the

years 1850

and 1860.

n the

followlng page

th e ln cre as e in

popu

lat ion between the

years

185

and

192 is shown

graphlcally in

P ~

1

Year

Population

1890 5 395

19 1 2479

191 319198

192 576673

of Los Angeles has increased rapidly

the Los Angeles Aqueduct from Owens

Vslley

WaS e o ~ p l e t e d

This was due to

tha

desire

o f outly ing

dis

tr ic ts to have a share o f the water for both domestic and ~ g r l e u l -

tural

purposes

The

date

and

area or

each

addition

to the ci ty

since i ta t ~ u n d a t l o n In

1781

are given below and

also

shoW n f ig-

ure

pace

7

and more rUlly on map number at the end o f the

report .

The

three

largest

add it ions s ince 1913 are

the

an Fernando

Westgate and Westcoast annexations These districts are

agricul-

turs l dis t r ic t s

princlpally

and thus added c o ~ p a r a t l v e l y few

pe ple

•

to the

ci ty

Date

1781--1850

Name

?r lginal City

ow

lbtained

Dpanlsh Grant

Area

(Sq.

111

28.01



Date

ame ow

Obtained

Area Sq. 111

Aug

29

1859

Southern Extension Annexation

1.20

Oct. lB

1895 Highlancl Park Annexation

1.41

Apr

2

1895 Southern

and West ern

Annexation 10.18

Jun.

12

1899 Garvanza

Annexation

0.69

Jun. 12

1899

Onlverslt y Annexation

1.77

Dec. 26

1906

Shoeatring

Annexation

18.64

Aug

28

1909

Wilmington Consolidation

9.93

Aug

28

~ San ?edro Consolidat ion

4.61

Oct.

27

1909

Colegrove

Annexation 8.72

Feb.

1910

Hollywood

Consolidation 4.45

Feb.

27

1910

East Hollywood Annexation

11.11

Feb.

9

1912

rroyo Seco nnexat lon 6.90

lIay

22 1915

Palms

Annexation

7.30

ay

22

1915

San Fernando Annexation

169.89

Jun 10

1915

Bairdstown

Annexation

3.40

Jun

14

1916

Westgate

Annexation 48.67

Jun 16

1916

Occidental

Annexation 1.04

Feb 26

1917 Owensmouth Annexation

0.77

Jun 15

1917 Westcoast

Annexation 12.41

Jan

23

1918

Sawtelle

Annexation

1.82

Feb.

13

1918

west dams

Annexation

0.59

Feb.

16

1918

Gr1ffi th Ranch

Annexation 0.23

Apr.

11

1918

Hsnssn

Heights

Annexation 8.30

1919 Not

Listed

1.40

1920

Not

Listed

2.23

1921

Not Listed

0.50

Jun

3D

1921

Total

rea

of City of Los Angelss

_

366.17



The

growth

In

area

of the

City

18 shown graphically on

the pre-

ceding

page f igure 2.

3 . D is trib utio n

of Population.

The

dis t r ibut ion

of the

population

of

tbe City

of

Los

Angeles

was

studied

1n c o n n e c t l ~ n

with

th e R ailro ad

Grade Crossing snd

Terminal

Invest igat ion

of Los

Angeles

~ a d e

by the

California

Rail-

road C ~ m m i s s i o n Bssing

tbe dis t r ibut ion

of

population

upon

the

regis t ra t ion

voters .

a spot map was prepared.

Each

spot

rep-

resented

a res ident

population or

1000 and was placed a t a

point

whIch

represented the center or the area

occupied

by th is uni t

of

population. Although the p was made in the

year

1917

probably show

the

present dis t r ibut ion

population

very well.

The

p

Is ~ l O

on

the rollowlng

page.

The heavy black

circ le has

a radius or three miles

the

other

circ les

have the i r rad i i

shown.

4. Retai l Dis t r ic t

Although

the r eta il d is tr ic t y not

exactly c ~ 1 n c i d e

with

the

congested di s t r i c t

may

be

used S a

basis

1n compRrlng

the

a re as sub je ct ed to the

most dense

t ra f f ic

the past and

prenent.

During

the

l as t twenty years

the

r eta il d is tr ic t haa been

e x p s n ~ i 1 1 8 ~ ~ r y r ~ p Q 1 J and

thus

adding

s t ree t

area in proportion. In

the year 1900

the junction

of Temple and Main Steeets was

looked

upon

as

the

business center of the

c i ty

t

the

present time S even th snd

Broadway i s the recognized

business center. Seventh

and

Broadway

i s

a l ~ 0 8 t a mile south

of

T e ~ p l e

and

Main Stree ts The present tendency

expansion

i s toward the

e s t and

south.

The principle

re ta i l

s t ree t

up to the

year 1915 were ain

Spring

and

Broadway

and

thus vehicular

t ra t f i c had a t the most

only

three blocks to t ravel to get out

the r et ai l d i st ri ct and

a t

tha t t ime out o r congestion. The resul t



.

.

- - - - - - -

•

••

\

O ST BUTION .. ..0 DENSITY

OF IOOPULAT ON

LOS ANGELES

ill17

, ( 6 ,

*

..........

_ ............-

.

~

~

_

•

__ __

·...

__ A ·

---- _

. .

)

Figure 4 •

.

_

rolU

....

l Kol ,,1 f' I ~ ~ _

,, 11•• Il ,

1)I · IIII1I 1·IU, 1I

1 1 I1 11 . \T IO

: l h

d<>1

r f r r ~ l n l .

ItOO

r t

Idl nt

I ' pul u lon TI,,.. I lr • I • I

'n l . l<r.

and

..· At

IInol d l d d , . 11,l p pulal iun I n t ,

t ..

u

t ' l ' II I

1 ;. . 1 T i l .

I hl l

• ul .n

From

The Cal R R Com Report On The

To

Accompany

Thesis

I

n r I l l li n I . Ulh an,1

all

.

liL

.. r l I l U l r l l l lon of ' ·ot .

Union Terminal Invest igat

J M TerrasB May 1922



was

l i t t l e o r

not e ~ n g e s t l o n

o f t ra f f i c s

shown on

map

N o . 2 , the

re t a i l

d ia t r ic t o r 1920 waa about

2 .6

tilDea aa l a r g e aa

t h a t

o r 1900.

The population

o r

th e ci ty in 1920 aa giolen by

th a

U

S.

Cenaua, was

about

5.6 times

ths t o r

1900.

Tharerore

the

r et ai l d i st ri ct has not

grown

in

proportion to

the p o p u latio n . s

a

r e s u l t

th e s t ree t

area

h as

n o t

increas ed

I n

proportion

to

th e

p )pulatlon

8)

Los Angeles Railway CorporatIon.

Local

Transportation)

During

th e r i sca l year 1919-1920 many t r a n s p o r t a t i o n an d

t ra f f i c

problems

p e r t a i n i n g

to

r a t e s

or

t a re

serVice

an d

o p eratio n

were

p resen tsd

to th e Los

Angsles

Boerd

o f Public

Uti l i t i es an d th e

Cal i fornia Rai l road

C o ~ ~ l B B l o n t r so lu t ion

One

o r th e r e s u l ta 0 th e Invest:lga t io n

made

b y

the se

b o d i es

was th e r e r o u t i n g or many

o f

th e

Los

Angl liles Railway o r p o r a t l ~ n

s

l Ines The

t h ro u g h

B stem

o f operation

l Ias

continued

Wherever

p o s s

ib le 11th

th is method o f o pe ra tio n the routing Is

from one

termin al

thl ough

the

business

di s t r i c t to

the

o t h e r termin al.

For economic

operation, the volume o f t raff ic c a r r i e d on each en d the l1ne

must

be equal:

also

th e c on di tio ns

o f

operation

must

be s ubs tan

t ia l ly th e

same on

th e two

d l visionn

o f

t.he l ine D ifferen ces

o f

operat.ion condi t i o n s may

r e a d i l y

be a p p r l ~ c i a t e t by a study o r th e

to p o g rsp h ical f e a t u l ~ S o f the c i ty In s e l e c t i n g the ro u tes

fo r

th e

s e v e r a l

l1 n 0 8

through

th e b us in es s

di s t r i c t

a9

mBny

curves

a s

?o8s1bl

were eliminated, i t having

been

found thAt a c ar re qu ire s about three

times as much time

in

rounding a 90 d eg ree curv e to th e

r i g h t ,

and

a b ~ u t five times 88 much time

in

turning

to

the

l e f t

as t h a t r e

qUired in ~ o v i n g s tra ight acro ss th e

i n t e r s e c t i o n .

The

time being

t h a t during Which the c s r Is w ithin the s r e a

bounded by

l i n e s

con

n ectin g

the

p ro p erty l ine

c ~ r n e r



The

ro u tin g

now in

effect

to r the

Lo s A ng el es R ai lw ay Corpora

t cars

I s

a8 r e o ~ ~ e n e

in

a j o i n t r e p o r t made November 12 1919

the Loe Angeles

Board

o f Public

Uti l i t i es

and the

California

Ra ilr oa d

Commission in answer to an a p p l i c a t i o n to r f i n a n c i a l

re l ie f

made

by

the

Lo s Angeles

Railway

Corporation

on

Ja nu ary 21

1919.

Twenty

the twenty e i g h t independent

l i n e s

operated by the Corporation e n l e r

th e

congested di s t r i c t Map No 12 shows

the

ro u tin g o f th ese twenty

e i g h t l ines Map

N o . 3 show the ro u tin g o f the twenty

l I n e s

pas s ing

through

the

congested dis t r ic t Uap

o

4 shows

the

v ~ l u m e o f c a r

t r a f f i C

within th e b ~ n e s s

dis t r ic t The ro u te

o f

each lIne Is also

give n

sn d

the

c a r

flow

d a t a

on

the next

few

pages.

L O C A T I ~ N OF L RY CORP LINES

LIne A Wesl Adams

an d

Lincoln

Park

R oute-- U t. C l a i r an d West Adams

v ia

Adams;

Normandie.

24th;

R00ver;

Burlington; 16th;

H i l l ;

1st ;

Spring;

North

Matn;

Sunset;

North Broadway; Lincoln

Park

Ave.; looping back v ia

North

Main to

Plaza; th en ce to west te rm in al o ver

above

r o u t e .

Line B

Brooklyn

an d Hooper A v e e.

Route

51s t

and Ascot v ia Ascot Ave.; p r i v a t e r ight o f way;

Hooper;

29th; Hooper; 12th;

Main; Maey;

Brooklyn;

Evergreen; Wabash

to City

l imits

Line C

Angeleno

andCrown

H i l l

Route

Douglas

St an d Kensington Road

v ia

Douglas to Edge

ware; Bellevue; Beaudry;

Alpine; Figueroa; BostoD; Bunker

H i l l ;

C a l i f o r n i a ;

H i l l ; Temple; North

Broadway;

Firs t ;

Hl1l;

5th;

Olive;



Sixth;

Flower

Third; Boylston; Crown Rill; Columbia;

Second; ema

Drive; B e l ~ o n t to

Temple.

Line D West Sixth

Street

R ~ u t e

i f th

and

Central

west

via Pifth;

Olive

Sixth;

pri-

vate r ight of way Larchmont and

Melrose

Line X ~ l Rock

and Hawthorne

Route Eagle Rock City via private

right of way;

Avenue 28;

D8ytonj San Fernando Road; Pasadena Avenue; North Broadway;

Sunset;

~ o r t h ~ 8 n ; n ~ r t h Spring; First; Broadyay; Broadway Place; aln;

Jefferson;

Grand;

Private

right of way;

Santa

Barbara;

Private

rlght

or way

to

Hawthorne.

Line

F

East

4th snd Hoover

Route

- - Dalton Branch. First

and

Fresno via Fresno to 4th;

Merrick;

Traction

Way

3rd;

taln;

Jefferson; Orand; Private right-

of way;

Santa

Barbara;

Dalton;

Vernan

to

Arlington.

/ManChesler 3ranch. Euclid

and

Stephenson

vin

Fucl1d;

4th;

Merrick;

Traction Way

3rdj Main;

Jefferson;

Grand; Private r ight o f·way;

Santa Barbara; Boover; Private

r l g h t o t w 4 ~ ; V ~ r u o ~ t to Manchester.

Line G Griff i th

and Griffin

R ~ u t e - - Avenue 45 and onteclto Drive via Grirrin; Avenue

26;

Pasadena Avenue; N?rth Bro dway;

Sunset;

North Main; Spring; Uain;

12th;

Stanford;

14th;

Griffith;

Jefferson;

McKinley

to

Vernon.

Line H ~ a p l e

and

Heliotrope

R ~ u t e - - elr se and Normandie v i . elrose; H e l l o t r ~ p e ;

T e ~ p l e ;

New

R a ~ p 8 b i r e j 1st;

31mini Place;

Private r ight of way;

nd;

R.mpart;

6th;

Alvarado;

7th;

Maple; Woodl

• •

n; Santa Barbara; a l l ;

53rd;

to

San

Pedro.



Line I West F1ret

Route 6th and Alvarado via Alvarado; 0cean View; Bonnie Brae

1st ; Olive; 2nd; to

Broadway

Ending

at 2nd and Olive

during

con-

struction of 2nd street tunnel.

L1ne J West Jefferson and Huntington

Park.

Route

9th

A v ~ n u e

and est Jef fe rson v ia West

J e r r e r s ~ n

Grand; 7th; ~ f t t o 9th; Santa Pe; Vernon; Pacific Blvd.; Florence

Avenue;

Sevi l le

to Walnut

Park.

Slauss Avenue Branch. Same

l ~ u t e

as ¥bove to Vornon and Santa Fe

thence

south via Santa Fe to

Slauson

Avenue.

Line

L West 11th and Linco ln Park .

Route L.

High

School

via

C?untry

Club Dr1ve; Victoria; lOt

Hoover; 11th; Broadway;

1st;

Spring; North Main; Mission Road; to

Lincoln

Park, Looping

back

via Lincoln Park avenue; North Broadway;

Sunset;

Main; thence

to

west t erminal via above route.

Line

M Grand and

Yoneta

Houte

54th

and

lIesa

Branch. 54th

and

Mesa r i ve

via

54th;

2nd Avenue;

48th;

Private right-ot-way; Hoover; Santa Barbaraj

Grand;

11th;

Broadwayj 2nd;

Spring;

Uain; Moneta;

54th

to 1st

avenue

Manchester and 6th Avenue B r 8 n c h ~ 6 t h Avenue via 48th s t . ; Private

right-of-way; Hoover;

Santa Sara.raj

Grand; th Broadway; 2nd;

Springj Mainj Woneta to Manchester.

Lins N Weat

9th

and Ea. t 2nd.

Route 8th

and Harvard

via 8th;

Vermont;

9thj Spring;

2nd;

1 1 actlon

ay ;

3rdj Santa Fe

to

2nd.

Santa

Fe Station

Line

0

South

Main

Route Slauson and Uai»

via

Wain; Spring

to Temple. Return



via MaIn to

Slauson.

Llne P West Plco and

East

1 st S tre et

Route

Dela.are.

Rowan n Brooklyn via Rowan;

1st; Broadway; Pico to

Llne

R Stephenaon and

ea t7th Street

Route

Stephenson

Avenue

at

Cemetery via Stephenson;

Bo le;

7th; Alvarado; 6th to Racpart.

Line S San Pedro and ~ e 8 t e r n

Route

Santa Monica and ~ 6 8 t e r n Avenue

Via

Western; 3rd;

Vermont; 6th; Commonwealth; Wilshire; Hoover;

7th;

San Pedro;

South a ~ k 51st to ~ n a t a Goodyear Branch: 51st and South

Park

via South ?ark; ~ e r r l east to Goodyear

Plant.

Line T Temple Street

Route T e ~ p l ~ a ~ d North Spring vIa Temple; Hoover;

Clinton;

Fountain

to Edgemont

Line 0 Unlveraity and Central Avenue

Route Slauson and Central

Via

Central; 5th;

Olive;

6th;

F l g ~ e o r a ; Washington; Estrella; 23rd; UnIon; Hoover; 32nd;

cCllntock; Verlaont; 39th; Denker; 39th; to

Western

avenue.

Manchester

Branch.

Prom 39th and Vermont south via Vermont

to

Menchester.

ine

a a h i n g t ~ n and Garvanza

Route York

Blvd.

Branch: Wash ngt :>D and Rimpau via fl8htueton;

Flower; loth;

8in;

SUDset; North Broadway; PaSAdena Avenue; ~ p l v B ~ e

right ot way; Ubnte Vista; Avenue 61; P i e d m ~ n t ; PaDadena Avenue;

York Blvd

to

Avenue 5



Buena Vlata Terrace B r a n c h S a ~ e as above to Pasadena and York

Blvd.

then

via

Eagle

Rock Avenue

to

Buena Vista Terraee.

The following l ines do not enter th e bus inee s dis t r i c t .

Line

K East

Jefferson

and 38th

Street

Route

38tt

and

Ascot

via 38th; Central; Jef ferson; Universi ty

venue

to

Exposition Blvd

Line V Vernon and Vermont. Cro8s

t ~

l ine .

Route

Route Vernon and Paci f i c

Blvd. via

Vernon;

Vermont to

1st . St

Osge Shuttle

Route

Brooklyn and fiowan via Rowan;

ammel

Gage to terminus

Indiana

Shutt le

Route Stephenson

and Tnd1ana via I n ~ l a n a to 1 st S treet .

Mateo

Street

Shutt le

Route

1st

and

Santa

Fe via

Santa

rei Mateo

to

7th street .

H meward Avenue Shutt le .

Route

Manchester and Moneta

via

Private

right of way to

Lary Junction and Woneta.

e s t d ms

Shutt le

Route

» t .

Clair

via

West

d ms

to

Glen

Airy

Vermont Avenue Shutt le .

Route

Manchester

and Vermont 8 ~ u t b via

Veroont

to Delta.



Data

fo r

L.

Ry.

Car

Flow obtained from schedule in e f f e c t

Jan. 1 , 1922.)

Line

Headway

Unutee)

Cars per Hour

C Aneeleno Crown Hill

B

~ r o o k l y n

Hooper Ave.

Eau1e Rock nawthorne

F

Rast 4 th

Hoover

S t.

Hoover

S t. Branch

Dalton

Ave. Branch

M

Grand ~ ·oneta

64th

esa

Branch

t leneheet.e r 4rllngton Branch

o

G r i f f i t h

G riffin

Ave.

H

~ r l e

e l l o t r ~ p e

Drive

S Sen Pedro . eotern Ave.

R Stephenson Ave

~

West 7th

T Temple

S t.

U Univerll.

ty

Central

ancbester Ave Branch

West 39th S t. Branch

3»th S t . Vermont

turn

back

•

Waehlngton Gsrvanza

~ u t h

North

8

e

5

5

3

3

6

3

3

3

10

5

10

7 5

1 7 . 1

10.0

12.0

12.0

20.0

20.0

10.0

2

20.0

20. )

13.3

6

12.0

6 .0

2 )

. 0

2 4 .0



Line

A

- West d a ~ n

Lincoln ?ark

West

Rrost

Headway

Ylnutes

Cars

per ~ u

2?

12.0

L West 11th

Lincoln Park

rcs t

Enst

e s t

1st S t

J ~ e t Jefferson

Huntington

Park

Through

l ine

'est

Oth Eant 2nd.

P

eat

Pico

East 1st

ERst

Weet

D

'est 7th

o South

lain

3

5

5

5

5

5

5

20 0

12.0

12.0

12.0

12.0

17.1

30.()

24.0

12.0

12.0

L.

A. Ry.

Car

Flow

on Streets

in

Business Distr ict

Street

FroI

est East

Pico

Broadwa.y

Figueroa

30.()0

30.00

12th

San

Pedro

\lain

27.14

27.14

11th

Eroadway

Grand

60.00 52.00

Grand Figueroa. 20.00

12.00

lOth

Main Fl lIor

20.00 24 00

9th

Spring Fl

b

lu3roa

17.14 17.14



Stree t

From

ilest Esst

7th

S ln Pedro

\lapl

64 00 64 00

Yaple

Grand

84 00 84 00

Grand Figueroa

60 00 60 00

6th

OUve

Flolier

43 50

43 50

Flower

Pigueroa

36 00 36 00

Figueroa PrellIOnt 12 00

12 00

5th

San

?edro Hil l

36 00 36 00

Hil l

OUve

43 50

43 50

3rd

San

?edro

Ua n

24 00

24 00

Plower

Boylston

7 50

7 50

2nd

roadway 11ve

12 00

12 00

Spring Broadway

40 00

40 00

San

?edro

f prinll

17 14

17 14

1st

011ve

Hope 12 00 12 00

Broadway

Hill

31 50 19 50

Spring Broadway

78 00

64 00

Spring

Los Angeles

24 00

30 00

Temple

Spring Broadway

13 33

13 33

Broadway

Hill

20 83 20 83

Hil l

Flower 13 33 13 33

L.

A. Ky.

Car

Flow

on

Stree t

in

BusineR i s t r ict

Strset

ro

l/orth South

Figueroa

Pico 6th

24.0·

24.00

Floii

1

Pica loth

24 00

20 00

6th

3rd

7.50

7 50

Grand

Pico

11th

64 00

64 00

11th

7th

24 00

24 00



St re t

rOI

To North

South

011

ve

6th

5th 43.50

43.50

2nd

1 s t

12.00

12.00

Hl l l

Plea

5 th

24.00

12.00

5th

1 s t

31.50 19.50

Broadway

Plea 11th 30.00

24.00

11th lOth

8£.00

1 .:>0

lOth

2nd

92.

94.00

2nd

l t

52.0J

54.00

1 s t l mpl 7

r 7 5 ~

Brond ay

Place 10.00

10.00

Maln

Plea

12th 86.00 8 6 ~

12th

Broadway

?lac.2

113.14 113.14

aroadway

?lace

lOth

103.14

1 3 14

10th

Sprlng

127.14 ~ 2 3 1 4

9th 3rci

71.14

67.11

3rd

Temple

47.14

43.14

North Idaln

85.14 101.14

Sprlng

9th

2nd 73.14 73.14

2nd

1 s t 16.00

16.00

1 s t Temple 50.00 70.00

Maple

Plea 7th 20.00 20.00

c

PACIPIC

ELKCTRIC RAILR1AD I N T ~ R U R B N TRfu1SP1RTATI:>N

The

Pacific Electl ic Railroad

Corpora1 1Jn

operat.es pri-

marily an interurban

system

b ~ t does operate some local l in es a lso

The location of t he l ines

through the

business istr i t was made

several

years ago at

which tim e

the

prosent

traff ic

conditlJDs



c ~ u l d not be forsesn. The Joint Report of

the

O Angeles Board

Public u t i l i t i e s and the California Railroad Commission previously

mentioned

caused

the reduction of some or the traf

r

lc on Main s treet

the rerou ti ng of some l ines to the elevated

tracks

leading from

the

Uain

street station to San

Pedro

street and along San Pedro

street

at

surface north

and south to

connect

with the

l ines

pre-

viously

used. Other

studies

made with reference

to

a Union

Station

and to a betterment

of

service

have contemplated a complete re

routing of

prsct ical ly every

P. E

l ine through

the business die-

tr ic t These reports wIll be

considered

later .

The

location

or the

P.

E l ines and

the

volume

o f ~ c r

traff ic

on them

Is

given

below

and

also

shown on maps

N o 3

and

No.4 and

on

the general City p a t the

end

of the

report .

In

addition to

~ h e

traff ic given there Is practical ly

every day

from

40 to 50 special

cars

which may opera te over any

of

the l ines as

occasion demands

P. E Lines

Operating

from

Hill

Street Statton.

Hill Street , Bstween 4th and

5th.

Routes

through

Business istr ict

N from t t i ~ n north on Hill

to Sunset; west

on Sunset.

S south

on

Hill to

16th;

west

on

16th.

Plow

of Cars

thrJugh Business

istr ict

Line

noute

Cars per Hour

Hollywood

Inbound

N

30

Outbound

N 30



Line

Route

Cars per

Hour

Highland Ave

Inbound

Outbound

cho

Park Ave.

Inbound

4

utb,und

4

South

Hollywood-Santa

Uaniea

Boulevard

Inbound

15

utbound

15

Redondo Beach via

Playa

del

Rey

Inbound

S

Outb,und

S

Hollywood-Santa cnies Venice

Inbound

4

Outbound

Venice Short

Line

Inbound S

4

Outbound

S

11

Sawtelle

Inbound

S

Ilutbound S

n

Nuys 8wenamouth San Fern ndo

Inbound

Outbound



~ e s t

16th

S t ~ J c l

Route--

Hl11 St. from Sunsst to 16th; west on

Sunset

and

west

on

16th.

North

South

Litle

Route

Cars per Hour

8

P. E. Llneo Operatlng

from : 1

S t 5totlon

R o ~ t e ~ h r o ~ g h Businoss Dis t r ic t

u. 1,

Sta t l

n,

north

on

ain

to

1s t

east

on

1st

to

Los

Angeles,

north on Los

Angeles

to Alina.

Y 7,

Stat ton,

south on MaIn to 7th, east on 7th to A l a m ~ d a

W

9,

Stat ton,

south on 81n to 9th,

eas t

on

9th to

Long Beach A

L.

7, s

Angeles St. Station, over private

r ight

of

WRy

to

7th

east on

7th

to

Alamoda

6 W s

Angeles

Gt.

Stat ton,

west

on

6th

to

Figueros, north

on

Figueroa

to

2nd,

west

on

2nd

to

Lake

Shore.

N

Blev., Main St.

Stat ton,

east

on

elevated tracks to San Pedr

80uth

on

San

Pedro

to 9th.

S. Elev., Main St. Sts tlon , east on elevate1

tracks

to San

Pedr

south on San Pedro

to

9th.

Z.,

6th

and

;Jain

St s eas t

on

sIxth to S?ut.hern

Pacific Sta

t lon.

Car flow

15

for evenlng

rush

p ~ r l o d

4:3n

o

6: 0

~

and 18

given

in terma

carn per hour.



Flow or cars through Business is t r i c t

•

Line

Route ars per

H ur

Pasadena

Short

Line

Inbound

4 .7

utbound

N Elev

4.7

Pasadena Oak Knoll

Line

Inbound

N

Elev.

4 .0

Outbound

Y 4.0

AlhUlbrs San

Gsbriel

Line

Inbound

II

~

Outbound

N Elev.

3 .3

Sierra

Vista

Line

•

Inbound

6.0

Outbound

6.0

South

Pasadena

Line

Inbound

6.0

Outbound

6.0

Watts

Local Line

Inbound

9. 12.0

Outbound

9.

20.0

Monrovia Glendora

Line

Inbound

Blav. N 2.0

Outbound

Blev N 2.7

•

Sierra V sdre

Line

Inbound

N Blev.

1 3

Outbound

1 3



Line Route

ars per Hour

Long Beach

Line

Inbound

s.

Elev.

3 .3

lutbound

S.

Elev.

2.7

San

Pedro Line

via

Dominguez

Inbound

S.

Elev.

2 .7

lutbound

S.

Elev.

2 7

San

Bernardino-Rivers1de-Redlands

Pomona San Dimas ovina

Line

Inbound N

Elev.

2.0

lutbound Elav.

4

Wh1ttier L ne

Inbound

S.

KIev.

3 .3

Outbound

s. Klsv.

6 .3

a

H bra Fullerton

L ne

Inbound

S.

Elev.

1 .3

utbound

•

Elev.

0 .7

Edendale

Line

Inbnund

6

12.0

Outbound

6

12.0

Santa

n

Line

Inbound

S. Elev.

1 .3

utbound

s. Elev.

2.0

Redondo Beach

via

Gardena Line

Inbound

S.

Elev.

1.3

Outbound

s.

Elev.

2.0



Line Route

Cars per

our

E N l d o H a w t h ~ r n e l Segundo

Line

Inbound S

E1ev

2 0

Outbound

S

Elev

2 0

Los

Attgelee West

Athens

Torrance San Psdro Line

Inbound

S Elev

3 3

Outbound

S

KIev

1 3

Newport

Line

Inbound

L

7

0 7

Outbound L

7

0 7

Los

Angeles Culver

Jet a i r

11ne

Inb und

S Elev

1 3

Outbound S

Slev

2 7

Glendale Burbank

Line

Inbound

W

4 7

Outbound

W

7 3

DATA FOR

P

E R R

CAR

FLOW

DIAORAII

Stree t

6th St

Main

to

Figueroa

East

West

Figueroa S t

6th

to

2nd

South

North

ars

per

our

16 7

19 3

16 7

19 3



Street

6th S t. Ilain Southern

Pacif ic Station

Eaat

West

Cars

per our

12

12

a in S t. Stat ion to 1s t . 1st to

os Angeles os Angeles north

North 17 3

South 2

Main S t. Stat ion

to

9th

North 12

South 2

Hil l St . Stat ion north

on

Hil l

to Sunset west

North 66

South

67

Hil l

S t.

Station

south on

Hil l

to 9th

North 22

South

29

Hil l S t. 9th to

16th;

16th S t. west

North

18

South 25

7th St .

Main

to Loe

Angeles

Ylest

East



ars

per

our

Street

7th

S t Los

Angsles to l ~ e d s

IIest

East

9th S t Main

to

Alameda

West

8 st

D

Vehicular Traffic

0 7

0 7

12 0

20 0

1 Growth in Automobile Registration in Los Angeles County

The

growth in the

number

of

automobiles regiatered

in

Los

Angeles County during

the past

eight yesrs haa been

very rapid

I t

has been much faster than

the

growth of the fac i l i t ies required

to

handle vehicular

t raf f ic

in the City of

Los Angeles The

in -

creasing number

of automobiles s to

a very

great

extent

responsibl

for the congeste6 condition of

the City

Streets A

chart

i s given on

the

following page

showing

the

growth

of

the

automobile

registrat ion

for

the

County The data for

the

chart wore obtained from

the State

Moter Vehicle

Department

and i s given

below

Year

Regiatration

1914

43 099

1915

55 2 7

1916

74 709

1917 93 654

1918

107 232

1922

172 313



2 Number of

Automobiles Using S trests o f Businsss

Distr ict

per Day

Mr Richards of the Southern California California Auto-

mobile

Club

estimatea

that

there are

between 25 000 and 30 000

dif-

ferent 8 u t o ~ b l l e B on the

streets

of the

busines8

distr ict of

A ngeles p er day These figures

are

based on the rollo ing

stat i s t ics

and e B t l ~ R t e s tor January

1 1922

u t o m o ~ i l s registered in

City

of L A 34 813

Automobiles registered

in County

of

L A

outside

of the City

7 500

Estimated

number

of

automobiles

entering

City

from

nearby

counties

_ _ ~

80 100

Estimated number of automobiles arriving

and

departing

from country at large

650

Total

252 313

Estimsting

from

10

to

12

percent of

this to t l as

using

the

streets

eaeh day

gives

the

generally

accepted

estimate

of

25 000 to 30 000

3

Check made

by the

Automobile Club

of

Southern Californi

Studies

were csrried on by the

Autobobile

Club of

Southern

California

to

determine

the

percentage

machines which entered

the business

dis tr ict trom

one s ide passed through

and out

another

directIon Sixteen

stations

were

established

on the

principle

thoroughfares around the

dis tr ict

and the time and number

of every

machine passing each stat ion was recorded machine entering and

not reappearing

at

one

of these stations within an hour and a halt

W S

supposed to

be on business

within

the distr ict The

result

or

this study was the conclusion that an average or

or

the maehines



entering the business dis t r i c t passed through to another dis t r i c t .

The maximum percentage per day tound to pass through was 6 _

This conclus ion i s

cr i t ic i sed by

both

the City

Engineer,

Ur. Griff in , and Yr.

Whithall

of

the

City Planning Department,

as not

representing

the true

facts

say1ng

that

many

o f

the

machine

drivers

probably had found the

less

direct routes of the side s t reets

which

were not

covered

by the check were

time

savers.

4. Check Made y The Los Angeles Bosrd Of Public t i l i t i e s

Accheck

of

vehicular tr ff ic W8S made

on

1ctober 18 1921

by the Los

Angeles Board

of

Public

Uti l i t ies . Several representative

street intersections were chosen

wIth

the assumptlon that reprecent-

alive data

c ~ u l d

oe

used

to estimate

the

condltloDa at other inter-

sect ions Dur1nS

each hour

o f the

t t e r n ~ o n the

number o f vehic les

that approached

rolll

aach direction and lurned to the r ight

turned

to l e f t or passed s t rs ight throUGh

thc intersect ion,

was obtaine

The

data as

taken

are

given on

the

fol lowing

pages. These data s h ~

that

the

maxinum

density

of

t raf f ic

during

the

hour

4:00

P.

to

5:00

? ll i s

in

the csntral

portion of

the business dis t r i c t .

Hil l

Broadway Spring and

~ l n

Streets betw3en Third and Nlneth

Streets

are c ~ n l d e r e d the central p o r t l ~ n

of

tho buslness distr ict After

5:00

P.

M

the maximum

density

is

found a t

the

edges of the

dis t r i c t

defined by t City Traffic Ordinance as the Congested Distr ic t .

Between

the

hours 4:00 P. and 5:00 P. U.

the

average n u ~ b e r

or

vehicles passing these intersections was

1136.

At Fifth and :.lain

Stl ee _ 935

and

a t Sixth

and Broadway 1239

vehicles pn<sed the

intersect ions. During the

hour 5 :00? •

to

6:00 P. K

the

average

_ numbOl was 1054. The

lowest nu :nber

passing

an

lntersect. ; on

wa6

729

at Sixth and

Main

Streets and the highest

was 1434

a t

Sixth and

Figueroa

Streets .



•

The two low f igures are both a t Main St ree t int er sec tions

and are probably due

to

the presence of

Pacif ic

Electric

t rains

operating

on

Main Street .

Pacific

Electr ic t rains also operate

on

Sixth

Street

and undoubtedly that was

the

reason

the

smallest number

vehicles

was

found a t

the

intersection

Sixth

and

Main

Streets

largest number of vehicles to any in tersect ion was t ~

Sixth

and Figueroa Streets . In addition

to the

regUlar

pqlice

Trar ' lc l t r i ce r the re e.re two L. A

Ry.

men on

duty

from 4:00 P. II

to 6:00 P.

at

this in tersect ion. The L

Hy. men

help to

get

vehicular

t ra f f ic into l ines

fac i l i ta te rapid motion and a t

the

same time

~ R k e

possible for passengers to board the s t ree t care

without

confusion and

loss of

time. The

resul t

of

the use of

the

L.

A Ry men 1s

clearly

shown in

the

large n ~ u b e r of vehicles tha t

pas£ this . intersection.

With

the

available

data,

and a consider tior.

of

the Causes

for the extreme high and low

n u ~ b e r s of

vehicles passing intersec-

t ions 1n the

congested

di s t r i c t

seems resDonable to assume an

average

number

of

1148

vehicles

per

~ o u r

a t

interoections

where this

1s possible . 1148 1s the avel'age number

of

vehicles per hour that

passed

the

intersection for Which data was taken

b e t w ~ e n

the

hours

l ~

P. M and 6:00 P. 1., and 1s a larger number than the average

between the

hQurs

4:00 P. and

6:00

P. Y•



•

VEHICULA ll CHECK

MADE

OC1 lBER

IB

1921-

Ti

e

Direction

Thru

Right

Left D irec tio n

Thru Right Left

P .

•

Sixth

S t r e e t en d

roadway

1 -2

?ro l

275 85 0 FroID

205

90

0

Horth

East

2 -3

•

293 76

0

•

151 76

1

3-4

•

~ B 5

75 0

•

167

78

1

4 -5

270 81

0

•

152

95

0

5 6

•

270 61 0

•

160

91 0

ver ge

•

279 76 0

•

167

86

0

1 ~ F

28 0

75

0

Fro

195 70

0

Sol th ·eat.

~ 3

S ~ O J 0

170

78

1

3-4

•

3 0

74

0

•

295 110 1

4 -5

300

100

0

•

141

99

1

5 -6

•

29 4

83

0

•

101

78

1

Average

•

310 88 0

•

180

87

1

Number

of

automJbilee

passing

~ a e e t l o n

per

h?ur;

Between the houra

4 5

PM· 239

5-6 POI--- ·1139

4

-6 PIA

-1189

1 -6

P 4-- --1274

•



Sixth and

n Streets

Time Direction Thru

Right

Left

Direction

Tllru Right

Left

P.M.

1 2 roi

235 76

1 From

152

40 4

Horth

East

2 3

•

280

80

•

120

60

3 4

•

270

110

•

120

71

4 5

•

286 96

•

176 90

0 6

•

120 61

•

90

80

Average 239

80

•

133 69

1

1 2

Prom

180

83

From

177

7 :

South

Ifest

2 3

•

2 4

80

•

231 93

3 4

•

193

83

•

1 7

85

4 5

•

180

95

•

190

83

5-G

•

187 65

•

t.7

Averac;e

207

79

•

173 76

number

of

Quto .OObiles

passing lnt .ersectloD per

hour;

q tween

the

luurs 4 5

P · -

1186

0 6

PiA 729

4 6 ptA goB

1 6 1 :1 1061



Fi f th

and

Hil l

S t ree t s

Tille Direct ion

ru

R i g h t

Left

Direc t ion ru

R i g h t Left

P

1 2

Prom

174

105

37

Proll

87 69 30

r th

E a s t

2 3

•

189 124 33

•

121

70 23

3 4

•

205

129 38

154 65

36

4 5

167

110

33 0

•

92

58

19

5 6

•

196 101

17

95 90 25

A

ve l\ee •

186

114 91

110

74

27

1 2

rO

175

42

31

ProID

129

26

145

o lth

l e s t

2 3

190 47

33

•

141

29

168

3 4

133

45

17

•

100 19

120

4 5

•

135

42

25

102 30

96

5 6

•

140 3 8

17

•

120 33 144

ver ge

155 43

25

•

118

27

139

Number

utomo iles

p ssing

intersection

per

hour;

Between th e h o u rs 4 5 P

1206

5 6

PM

1016

4 6

p y 1111

1 6

1209



Fifth and

a

in S treets

Tims

I:irsction

Thru

Right

Left

Direction

Thru Right Left

P.M.

1-2

Prom

170 61 4

ro

92

27

0

orth

East

2-3

236

69

0

142 20 0

3-4

261 111

112 32

0

4-5

239

6

0

98

26

0

5-6

256 7 0

103 27 0

Average

232

76 1

109 26

0

1-2

From

192

44

0

rom 159 88 0

North

s t

2-3

260

80

0

190 120 0

3-4

200

55 0

150

70

0

4-5

208

8

0

163 67 0

5-6

200

35 0

117 78

0

Avers e

212

56 0

156

85

0

Number

or automobiles passing intersection

per

hour;

Between

the hours 4 5

~

9 5

5-6 1 11--- 887

4-6 1 11--- 1/11

1-6 1 11--- 953



Sixth and Figueroa

tr ts

Time

Direction

ru

Right

Left

Direct ion

ru

Right

Lett

P

1 2

rom

325 10

35 rom

20

28

~ c > r t h East

2 3

•

300

13

33

100 20

30

3 4

250 12

100 18 26

4 5

300

18

23

G 22

38

5 6

300

21 20

180

30 51

Average

•

~ 5

SO

119

22

35

1 2

Prom

355 75

From

195

40 6

South

est

2-3

335 85

22

173 42

8

3 4

390 65

7

175

7

4 5

360 45 10

210

55

5 6

480

61 8

205 76

Average

384

66

11

•

172

7

umber automobileu passing l n t ~ r e e c t l o n per hour;

3etwoen

the

hours 4 5 ? ~ 1211

5 6

? A

1434

4 6 ~ 1 1 1322

1 6

?lI 1208



Sixth

snd Olive Streets

Tillie

Diracti: D Thru Right

Left

Direction

Thru

Right

Left

P

1 2 From

180

65 20

rom

136

24 49

lIorth

Esst

2-3

195

85 17

151

37 43

3 4

200

84

11

•

156

23

56

4 5

•

234

78

8

•

115

35

43

5 6

,

360

.8

5

•

136

34

47

Avers : ,

2 34

82 12

,

139

31

48

1 2 rom 166

77

28

Pro:»

137

95 90

South

' est

2 3

•

190

107 52

230

80

124

3 4

•

220 102

40

•

280

72 124

4 5

137 60 19

•

210 47

52

5 6

166

43

30

160

20

31

Averl1.ge

174

78

34

203

63

82

Number

aut.omobiles passing

intersect ion

PCI' our

Between the hours

4 5

PM

103Fl

G

PII 1120

4 6

f I__ -

1079

1 6

PI I

11111

Vertige n u ~ e r

or a u t : ~ o b e 8

passing

intersect ions Rt

wh

ch

checks

were

made; between the h ~ u r

4-5

PM 1136

t P

1054

. 6 P/ 1095

1 11 P 1148



5

Photograph

Traffic Check

t the

present time

the

A u t o ~ o b l l e Club

of

Southern Cali-

fornia s engsged

in sn

attempt

to photograph the

t r f f lc

in the

business dis tr ict

from aeroplanes the

plan

Is

to find

the number

o f v eh icles

and

s treet

cers

actusl ly on

the

s treets

and

t h ei r p o sl tl Jn

and directions

of travel

at Bevoral

cri t i ca l

h ~ u r 9

of

the day from

e n 8 r e e ~ e n t B of the eeria l p h o t ~ g r a p h 8 The Idee Is

good

one

but

thus

far the

results

hsve

not been very t l s f f l c t ~ r y because

of the

shadows cast by the bUi ld ings A r a p r ~ d u c t l ~ n

of

one

of the photo-

graphs 18 given on the rollo ing page but Is

l i t t l e

value •

t ra f f lc

check

E

PEDSSTRI N T PFIC

IN

BUSINES DISTRICT

Pedestrian traffiC

checks have been

made at two

points

by

the

Los Angeles

Board of

?ubllc

Util i t ies Seventh

s t ree t and

Rrosd-

way and Fifth s treet and

Broadway

The

method

used wac to count the

numbor of people traveling in esch direction on the eight sideWAlks

lending from the intersect ion The detnlled resul ts

of

the

Fif th

and

Broedway check

for October

18 1921 and the averAge and

m x mum

num-

ber ofpedestrians per hour

for

the same intersection

for

several othe

dates

ere

g1ven on the followlng

pages

check

of

the r ~ u t e used by pedestrians

W

made by

City

Engtneer

Grif f in

This

s s

done

by

8topplng

n

large

number

of people

in

the

businooB

dis tr1et

end

Bsking

t ~ e l r

stert ing

point

snd

their

destination The result of this check showed that t of the pedes-

tr1ans

e re using the wrong s treets

to

get

to their dest inations ver

the most direct and quiokest

route

The average s ide e lk

in

the business dis tr ic t

1s

twelve fee

l d e



erial hotograph

of art of

the

Business Dl£trlct of

oe

Angeles

ccompany

Thesis

Of J M Terrass

May 1922



Aerial

Photograph Of

That Portion

Of T

Business ist r ic t

Of Los

Angeles

ound

t The

Extreme

Right

i rs t Street

The Extreme

Left Seventh Street At

Top

Olive

Street And t The ottom

Main Street



Pedestrisn

Check

i f th

and

Sroedway

Oct. 16 1921 2 P H to

6

2 3 3 4

4 5

5 6

Direction

of

Flow

P

P.

A P.· .

P.: .. Total

N side 5th

EastboiUld

1514 1468 1688 1913

6583

Westbound 1404 1398 1672 ~ O 7 6681

S. side

5th

Eastbound 1195

1040

880

1250

4365

Westb lund 2525

1835

2660 2690

J710

l

side

Broadway

Northb?und

1604

1460

1310 1970

6344

S o u t h b ~ u n d 1125 1100 1075 1275 4575

•

s ide

Broadway

Northbound

2760

3005

2835

?150 10750

Southbound 3450

3120 2800 2390 11765

Totals

_

15582 14426

14920 5 45 60773

~ v e r a e e per hour

15193

C O I P R I S ~ N

OF

PEDESTRIAN

CllECKS

FIFTH

N BROAD;;AY

Tots1

WAX

Average

DAte

Ped.

per hr

per

h r

Apr. 19

H2O

74751

20628

18688

y

5

1920

60409

15986 15102

Ua 24

1920

69651

18510 17413

June 28

1921

66559

18168 16645

Hov

29

1920 81172

21218

20293

Oct.

18

1921

60773 15845

15193



REGULATION OF TRAFFIC •

City l rd insnces.

The fol lowing outstanding features were obtained from copy of

the

Los

Angeles

City

Trsffic

lrdinsnce

No 41 9

New Series) .

end

are the regulations

which

atreet traff ic

c ~ n d l t l o n

1 . Defi niti on of Business Distr ic t ; Shown on

ap

Ro 5

All those certain streets a l leys

c u r t s

and

places in -

cluded

in

that

portion of

the City

of Los

Angeles bounded snd

described

follows:

Beginning et

s

point on

the

esster ly l ine of North ~ s i n

Street ,

distAnt

thereon

sixty

(60) foot

northerly from the

inter-

sectio n of the eAsterly l ine of

North

Main Street With the

s,uth-

erly l ine of

Plaza

Street;

thence

easterly paral le l

With

the

southerly l ine of Plaza Steeet to

s

point in the

e ss te rl y li ne of

Los

Angeles Street; thence southerly

sl ng the easterly

lIne

of

Loe

Angeles

Street to

the northerly

l ine

of

Aliso

Street;

thence

eAsterly

olong

the

northerly

l ine

of

Aliso

Street

to

s

point

in

the northerly prolongation the easterly lIne of 3an Pedro Stre

thence

southerly slong

said

prolon8stion nd slong the eseterly l i

S n Pedro

Street to

point In the nor therl y l Ine

Jackson

Street;

thence

easterly

along

the northerly l ine Jackson Stree

to

a point

in

the

northerly prolongation of

the essterly

l ine of

Central

Avenue;

thence

southerly

along saId

last meatloned pro-

longation and

along the easterly l ine o f Central

Avenue

to

s poin

in

the

southerly 11ne or

Seventh

Street;

thenee

west rly along

the ~ u t h e r l y l1ne or Seventh street to

a

point

n

the easterly

ne

or

San Pedro

Street;

thence

southerly along the easterly l1n

or San

Pedro S treet to

a

point

n

the B utherly l ine

or

Pieo Stre



thence westerly along

the southerly line of Pico Street to a poin

in the westerly line of Figueroa Street

thence northerly along

the

westerly line of

Figueroa Street to a point in the northerly

line of Sunset Boulev ard; thence easterly along the

northerly

line of Sunset Boulevard and

the easterly prolongation thereof

to a point in the easterly line of

North Main Street; thence

southerly along the

easterly line of North Main Street to the

point of beginning.

2. Definition of Congested District; Shown on Map No. 4.

The following streets or eortions of streets:

Main Street from First Street to Ninth Street;

Spring Street, from First Street to Ninth Street;

Broadway, from First Street to Ninth Street;

Hill Street, from First to Ninth Street;

Olive Street from Fifth Street to

Eighth Street;

Grand Avenue, from Six th Street to Eighth Street;

The east side of Hope

Street from Sixth Street to Eighth

St

First Street from Los Angeles Street to Olive Street;

Second Street from Los Angeles Street to Olive Street;

Third Street from Los A ngeles Street thru the tunnel to

to Figueroa Street;

Fourth Street, from Los Angeles Street to Olive

Street;

Fifth Street from Los Angeles

Street to Olive

Street;

Sixth Street, from Los Angeles Street to Figueroa Street;

Seventh

Street, from Maple Avenue to Figueroa Street;

Eighth Street, from Los Angeles Street to Figueroa Street;

The north side of Ninth Street, from Main Street to Olive

Street;



•

CIe1 Street;

iDstOD Street trom in Street to loB ~ ~ g l s Street;

Turning

to

the l e r t ie no t pe rmitted

in

the rollowing

dis t r ic t between

the

hcurs

of

9:00

and

6:15 P

Uain Street

rrom

the northerly

l ine or

Fir th Street to

the Sou therly l ine or

Seventh

Street ;

Spring

Street

rrom the n or th er ly l ine

or

Firth Street to

the s u th erly lin e

or

Seventh Street ;

Broadway

rrom

the northerly l ine

or Fourth

Street to the

s ulherl1 lIne of

Seventh Street;

Ril l Street rrom

the

northerly

l ine

or Sixth

Street to

the s ~ u t r l y l ine

or

Seventh Street ;

Fourth Street

rrom

the eAsterly l ine or

Broadway

to

the

westerly l ine roadway

Sixth

end

Seventh

Streets rrom

the e es te rly l in e

ain

Street

to

the westerly l ine

or

R ill S tre et;

irth

Street

rrom

the

eesterly

l ine

or

Main

Street

to the

westerly

l ine

of roadway

Seventh

Street

trom the easterly l ine Main

Street

to

the

e ae te rly lin e or

Loe

Angelee

Street ;

Third

Street rrom

the

westerly

l ine

or

Broadway to the

werterlJ l ine of H ill S tr eet for vehicles

traveling

in a

westerly

direct ion

3a

Direction tr ff ic movements

In 8110Y8

The

direction

t r ffic movements

in

_

alleys within

the

cangested

dis tr ict

must he trom

south

to n ~ r t or from eBst

to

west



4. Automobiles stopping behind and passing street

cars.

Vehicles

must

stop

ten

feet behind s treet

eRrs

nd inter

urban cars

in

the ci ty a t large Within the congested dis t r ic t

vehicles may pass street cars

and interurban

cars

y keeping

8t

l ess t tour

feet from

the

steps or

the same.

5 Perking

o ~

vehicles

Vehicles s topping except In emergency

must

be

p ~ r k e

with the

r ight

side toward the curb and Within one ~ o o t o ~ the cu

Vehicles

must

not

p

rk

Within 35 ~ e e t of the near curb

of an intersecting street .

Parking

between

the

hours

o ~

10:00

end

4:00

P M

in

the congested

dis t r ic t

is l ini ted to 45 inutes end between the

h ~ u r s o ~

4:00 P M

to 6:15 P ~

no

perking i8 permitted in

thie

di t r ie t

Stops o ~ minutea m y be made ~ o r the pUrpo8e of

taking

on

or d is charging

passengers.

6 Re8tr1ct10na

as

to typee o ~

Vehiclee

Vehicles in tandem

ore

allowed on Third Street and on

Eighth

Street only

Dirt trucks gsrbage trucks etc not allowed In con-

gcsLed distr ic t between

hours

of

9:00 A U end

6:15

7

Traffic

Officere

Traffic

0tf lcers

are st ationed a t every s treet Inter-

s e t i ~ n w1thin the congested dis t r ic t nd also a t many oth8r

points

In

the

city

at

large

where

rcgulstion

i s

necezssry.

At

most

of

the intersect ions

within

the congested distr ic t suto-

mat1e stop and go s ignals era

being

used

to

88sist the ~ r r C e r 8

n

to g i v e

clearer

indication to

the d rivers or vehicles hen

nd when not

to

proceed.



G. Vilue

of

Av.i l .ble D.t

••

Until recently the

traff ic

problem

has been one of regulstlo

and

such h S been taken

CAre

or

by

the Police Department.

The

problem

has developed into one which regulation alone

cannot

Golve

Ind the .olut1on of

w h ~ h

B of very great importance to the

future

growth of the

c i ty

s an engineering problem plans of reller

are

lu. t beeinning to be Btudied end a

yet v.ry

tt le

datA

sre

Ivai lsble

The

data that ere available

do not glve

a l l

or the

facts

and

80se

things

~ b n t they

seem

to

shoW

are not

et

a l l true. These data

m Y

however be uoed to suggest new

plana

re l ie f end

to

6:0

which

or

the plsne Alresdy ougge.ted,

ro worthy

of

fUrther invest igat1on

••

They wl a180

be

value

In

directing

theae

I n Y e s t l g a t l ~ n s

•

Ch9pler Present Conditione

A Points of C?ngestion.

The Ic tus l congested

diotr ic t

1s the Congested District IS

defined

in

tho

Los

Angelee

City

Ordinance

No. 41090

New Sorice).

lthough

th1e 1e not se apparent

from the dats

givsn

eo

1t

~ g h t be

i r more 4 a t ~ ere available i t 1s very apparent

to

sny one who 1s

famil isr

with

the c1ty, especially

those

who hRve occ8sion

to

cross

the dis t r i c t in automobiles. The greatest

congest ion 1s r,und

in

the central

portion

of th is d1 str ic t up unt i l sb,ut 4:00 P

,

f t e r

thst time 1t 1s to found on the et reets leading from the central

portion and on the outskirta of the .hove

defined

congeeted

dis t r ic t

8

Ceuees of

C?ngestion

The

real cause o f c ~ n g e 5 t i o n or trarfic

18 insufricient

or

inefficient use or street

erea.



•

During the rush period from 4:00 p ~ to 6:00

W

there

sre

many more street cars n operation

than

during

the

other

hours

of

the

day

Taking Sixth and Main

Steeets

as

An example

and Rssuming the

degree of

congestion

to be the same during th e a ft er no on i t

seems

that the lnorease the number

of

street cere CaU S Q proportional

decreAse n the number or vehicles

This

cJncluslon i s n

accord

with

the dote

taken

es

to

the

number of

vshicles psssing

th is in te r-

section p er h ou r b ut the data

do

not take into c ~ n a l d e r a t l o n the

speed

flow of

the traff ic

Therefore the c ~ n c l u 8 o n that there 1s

a smAller number of vehicles

on

the

streets

during the rush period

than during

the other

hours

or

the

day

does not

hold

There

Is

pro-

bably much larger number

vehicles

on

the

streets during

th i

period

then

during eny other period

of

the

day

increase in the

number or street CBre with a

probable

incresse

In

the

nunber

of

ve-

hicles causes

the

velocity

of

flow

of

t rs f f i

to be much slower and

resul t more congested

With

the

present regulstion allowing vehicles

to

for

two

minutes

during

the

rush period and

the

v e r ~ e

width or streets

veh1cles

keep out

of

the

space

next to

the

curb to svoid delay nnd

in order

to

pess street

cars

must move in

s ingle

l ines of flow

Vehicles turning

into and

out

of

perking

posi t ions

deley

t r ff i

more where street ca rs blo ck ~ t h e r vehicles from

tu rn in g out

to

avoid

such

obstructions

Thus where street

cara are n l ~ e r o u s

enough

to

prevent the

formation

of

A

d ~ u b l e

l ine

vehicles

end do

not

operate

the tracks

to ful l

capacity there

i s Ineff iciency

At the

9resent

time the ~ n l y out let for traff ic to the west

between

Sixth Street and ~ ~ s e t BlVd is Third Street Thus i t i s

necessary

for w e 8 t b ~ u n d

trsrrlc

to

r e ~ a l n

within

the

congested

dis tr ic

between

these

~ i t B

Broadway and North aln Street take practical ly



811 of the traf f ie from

the north

and northeast The traf f ic of the

east 8 ~ u t h nd

8 ~ u t h e s t

Is p r ~ v l d e d for

many ctreets

C

Conclusions

rawn Prom

?reaent Conditions

1.

Street

erea

ia

inaufficient fo r p res en t t ra f f ic

Street area

is

ineff lclent ly used.

3 ~ u t l e t s fo r

t raff lc

are Insuff lcisnt .

4 Increased ef f ic iency In use or

s treet

area

by reGulat

Is practical ly

impossible

with present

railway

system In operation

S

Pedestrian traf f i c

although 8 o ~ e h 8 t congested at the

p re se nt tim e

WIll probably adjust i toe l f and In d ~ l n g

80

cause the

r s ta l l dintr ic t

to expand. Expanslon

of

the r et al l d le tr lc t 18 a

desirable

thing

i f

warranted Pedestrian

tr

n

f f lc

l ak es b us in es s

with

i t and wnuld

thus

arrent any expansion due to i t s preceDes

CH PTER 3.

Improvements

Rnd

Plans

for

Improvements whIch

will

prreet

Trafflc

Conditions.

A l

Sec nd

Street Tunnel

The Second Street Tunnel now under construction wil l ex-

tend

from Hill

Street to

Figueroa

Streat

on Seeond Street .

The

r.est

First Street Ry l ine which now s tar ts at

Second

and

Olive

streets

going

n ~ r t h

to

Firat

8nd

then

West

on

First

to Bonnie Brae e t c

wil l

on the co:npletion the tunnel s tart

t S e o ~ n d

anrl Broadway go west

on Second

t h ~ ~ l g h

the

tunnel

to

F r e ~ r y n t ~ v e n u e then north on

Fremont to

?1rst

then

e s ~ on F1rst

Street ea betore This ll savo a large 8 ~ o u n t of time and power

for the

est

FIrst Street

l1ne

and 111 prOVide

better

and more e f f i e

ient service to the

people using this

l lne.



The

tunnel

wl11 also provide an ample roadwaj for a

s ingle

l ine

o f

vehiculAr t rsf f ic flowing in esch

d i r e c t i o n . Sidewelks

r

p e d e ~ t r l a n

traf f ic

wil l a100

be provided

S

in

the

CBse

or

othor

tunnels

which have been

constructod In

the

ct ty

The

r e s u l t

exoscted f r o ~ t h i e

tunnel

i e

the

reduction o f

v eh icu lsr

t rerf ic

on Third S t r e e t from Broedwsy

to

Pi6Ueroe

to

a I t t l ~ over halt i t s pre3ent a ~ ? u n t

During

the rush hours-

4 : 0 0 P. I. to 6:00 i t is e s t 1 ~ s t e d

t h e t the

ssv1ng

in time

to

vehicles noW using the

Third

Street

Tunnel

wIll

be alMost

ten

minutes

in

traveling r r ~ m Figueroa

to

Broadway nd about

hs l f

that a ~ o u n t

in

treveling from BroAdway to

Pisuer as

S t r e e t .

B O. ening o f P i f t h

S t r e e t .

The

opening

o f Pi f t h

S t r e e t

from

Broad.ay to

Boylston Avenu

end th e development

o f

e good boulevard

fo r

vehicular

tr ff ic

has

baen

p r a c t i c a l l y

assured

by

the City Counoil.

The

exact

lo catio n

nd

plans

for this work have

not

been deo lded upon

as yet.

The

Normal

Hil l Center bounded

on the east by Orand venue and on

the

north by F i f t h

S t r o e t

is the p r i n c i p l e Gource o f tro ub le . The

Normal

buildings

are

very

ne r the preoent Fifth Street and would

heve to be removed

i f

tho

t r c t

i8 to widened to

the

south.

F ift h S te ee t trom Orand

to

Hope Street i8 nRrrow

nd

i t s centerline

i

a

considerable

distance north

the centerline or tha t por tion

S t

or

Orand

~ v e n u e ue

to

the lack of

a

general plqn

of action

end d e v e l ~ p m e n t

in

regard

to

a civ ic center c ~ n 8 i d c ~ A b l e daisy has

been

caused to

the

t o r ~ 8 t i o n of

plans

for the d e v e l p m ~ n t

~ f Fifth

S t r e e t . und ubtedly me d e f i n i t e c t i ~ n w i l l

be

taken in the vary

near

future and new out let to traf f ic proVided.



•

eCl Paoif io Eleotr io Tunnel R orth eet

Fro ..

the Hil l

S t ree t

Sta t ion

As • result

of

several c)'nplA.lnts poor

service

on the

11 11ywood

11ne

of

the Paoifio Eleotr10 Ra11way, the Californ1a

~ 8 1 1 r o 8 d C o m ~ 1 8 8 1 o n

hss J ~ c e n t l y

gran ted sn increase

in

the rates

on this lIne tor the

construction

or 8 direct route, tree the nl11

Stree t Stat10n

out

o f the oongest10n.

The

Ra11way Company plane

to

build 8

tunnel

from

the

Hill

Street

S t ~ t l o n

to Firat

and Lucas

Streets ,

a soon

the City

wIll

grant

the

necon ary

franchise.

From

First

and Lucas Streets

the

~ u wil l be over

the

present

Glendale

lIne

to

Sunset

BouleVard,

wher s

connecting tracks to the

pre cent H o l l y o ~ d l ine

on

Sunset

Boulevard wIll be c o n s ~ r u c t e d

The

result or the c o n 8 t r u c t l ~ n or such A tunnel

wll l be

the

removal

e l l the P clf lc E lectric: cars,

except

the Echo ?ark

and S1xteenth S tre et l in ea trom Hil l

St ree t

and a l l the Paoif io

Electric

cars, excep t those

on

the Edendale l1ne, trom Sixth

Street

end

Figueroft

S t ~ 8 e t

t wil l

reduce ttL opersting time

on

811 tho

Paci fi c E le ct ri c l ines no. serving t h ~ northwestern portion of the

City. wHl oleo grellt ly re l ieva

the.

t raff10 oongea11on on H111

nnd

Sixth

Stree ta

The tunnel w111

be

ona :nHe I n

length

and wil l ooat aa

estimated

by

the RaIlway Co,npeny,

tl,Beio,OOO.

In

an art ic le

published in the Pacif ic E le ct ri c »agaxine,

Mr D. •

PontiUS,

Vice

President

And

General

~ A n a £ e r of

the

Pact

f ie

Electric

Railway S y s t e ~

88YS, A p p l 1 e ~ t l o n hS8

been mads

by

the

C02pnny for c ~ n B t r u c t i o n or 8 tunnel, from Hill str ee t station,

thrJugh to F irst stre et and

Glendale

Bvenue, and the franchloe lao

Ineludes provision

tor

connecting up the c lr

I1nes

on

Glendale avenu



The b u ild in g o f th e

propoeed

tunnel me.n. much to the City

of IDS

Angeles Hollywood

the

Glendale

dl tr lct

and the ftn Fernan

val ley. The streets in

the center or

Loe

Angeles

are

now conessted

to

•

m ximum

and 8

plan

Must

be

worked

~ u t

to

take care of

this

c ~ n -

d i t i o n sin ce the ci ty i s growing 8 rRnidly. The

bUilding o f the

tunnel

8i l l

take

from

K i l l R treet to

F i r R t

s t ree t the major p o rtio n

the

Hollywood

cars

the

San Fernando

Vsll ey t ra ina nd

wl11

take

from

ixth

s t ree t

a l l th e

Glendale ~ n d Burb nk

t r o i n a . I t is tb e

g r e s t e s t

ste p fo r

the

re l ie f o f

t r R f f i o

sin ce

the qu e

t i o n

ho e been

given

c n o id erRtio n by th e City

o f

Los An6eles and

i t 8i l l be

the

f i r s t

time

tbe t

an y

r e e l

money hRS

been

s pent er.ceptin6 the bUilding

by th e

City o f th e Second s tree t tunnel. hen

th e tunnel is comple

i t wl11 mean a reduction

In the

running time between Los Anecloa and

Hollywood Glendale

and

the

San

Fern8ndo V811ey points or approxima

ly minute ••

While

i t

is es timated

tha t

the tunnel

8 i l l

co st

~ l B 5 O O O

nd the

new

cars wIll cost approximately 900 000 i t will m ~ 8 n

en

expenditure

by the P acifio E l e c t r i c

o f a pp ro xiJ na te ly 2 7 50 0 00

fo r

tho new improvements.

There

ere operated over 6th

Street between Los

Angeles

and

the Glendale-Burbank

Distr ic t

29 t r a i n s per day and

the removing

or

these

trains

from

6th Street

wl mean e tremendous improvement

on

this

o v e r c ~ n g o t e d street .

There

ere

operated

between Htll Street 8 t ~ l l o n end the

Kollywood

dis t r ic t

29

c a r s per day a nd between

H i l l

S t r e e t s ts t io

and the

~ R n r er na nd o V al le y

3 t r a i n s per dsy.

an d

th e tak in g

o f

the

~ a J o r portion

o f th ese t r a i n s from H ill S tr e e t w i l l likeWise mcan a

decided improvement n the

congested

condition.



•

WhUe

the Hill Street s ta ti on . wUl be t grsde as i t

18

at

precent the

tunnel

Is to be Bot back frOID

Uil l Street

5

teet

8

that the s treet troBtage

CaD

be used for store car purposes nd the

work

wIll be carried out ~ l t h

a

view of eventually

constructing a

Bubway

to

carry the Santa .tonlca ll District trains

over

the same

rigllt of y

as wl.ll

be

used by

the

Hollywood trA ins as far

west as

Wsrylend Street and

the terminal wl11 be

constructed

to

eventually

build

a

l . r ~ e

off ice building

over the p rese nt lUll Street

stat ion

s i t e

n) Union

?sssenger Stat ion.

Definite

action

was

taken

on

the

Union

Terminal

p r ~ b l e . on

July 3,

1916, et

an

informal conference

of the Los Angeles City

Counsil and the California

Rsilroad Commiaaion

t

Los

Angeles.

The

conference

res

Ited

in the California

Reilroad

C o ~ i s s i o n undertakin

to ~ . k e a oomplete I n v e 8 t l a t l ~ n or Erede

croealn68

nd 8

union

te r

lns l tInder

the

direct ion

of

Chief Engineer

SachS8 the

inveat i -

g B t l ~ n ~ were carrled ~ n od e

report

mRde to the Com

1 8 s 1 ~ n .

•

Sachse

rrport

resulted In the fol lowing: order by the

CalIfornia

Railroad

Commission;

IT IS ~ I R Y lf1D::JiED:

1. That the Southern Pacific

Company The

A t c ~ i 8 o n

Topeka

nd

SAnta

Fe Railway C o ~ p a n y

Los

Angeles

and Salt

Lake

9 i lroad

C ~ ~ p a n y

and Pacific

Electric

R81lway

C ~ m p a n y do

make

ond oonstruct

such

Additions

extensions

i r n p r ~ v e m e n t s

to

a n ~

changes

in their

railroad fac i l i t i es in

the

City of Los

~ n g e l e 8

end do erect a union

pasasnger stat ion and buildings

inCidental

thereto, in

aaid City of

Los Anreles and

perform

such w ~ r k

n make and

cjnstruet the

n e c e 8 8



•

f i l l s cuts vieducts and other works and structures necessary for 8

separation

of

grades

at

the crossings enumerated

In paragraph

0 or

the findings

of fac t precedlng thla order .

l l

ln the .anner and

w ithin the

time

hereinafter specified

In

this order and such

other

orders 8S this

Commission

may heleatter make

supplementary

thereto.

2.

The

s i te of

the union

passenger

statIon herein ref erre

to ahall

be

~ l t h l n

that portlon

of

the City of

toa ~ g e l e s bounded

bS C o ~ e r c l a l

Street

North

~ a l n Street

Redondo

Street ~ l h m b r 9

Avenue and the Los Angeles

f lver.

The

specif ic

~ c t l o n or snld

t a t l ~ n within said

area

wil l

be

h e r e ~ t t e r fixed and designated

pursuant

to

t ina l

plaDs

to

be prepared

therefor

as

hereinafter

provided.

3 Tnat said

defendants

Southern

Pacif ic Company The

Atohison

Topeka and Santa Fe Rail .ay C o m p ~ n y

o

Angeles and SRlt

ake Railroad ompany and Paclfic Electrlc Railway ompany and each

of

them. shall ause to be made and fl1ed

i th

this ommission

oOlnpleto

plans specif ioations

nnd

e stimate s fo r such addlti?ns

extensions i ~ p r o v e m e n t s

and

changes

1n

fac i l i t i e s and

Buch new

structure

of

struotures separation of

grades and other

work

QS

hereinebove referred to as

follows:

oJ

Relatlve

to Grade

Crossln Elimlnations:

There shal l

be

f i led .1thin slxty days from

the

date of

this

order 8

Bey eral pisn

or plans pr?vldlng

for

Grade

seporotloDe

Wacy Aliso and Seventh Streets in cont

rQity

With the specif icatio

oontained In

the preceding opinionj prof i le

or

proti los and detailed

dra.lngs of eAch viaduct

proVided

herein together i th e stimatee or

COftt

oonstruct 1n

for each

viaduct

and

fo r i nc id en ta l

expen·J1tu

and tor dam.ces; Such plane prot i lcs dr

• •

lnga and

e stimates to

be

prepared

as herelnafter prOVided tor.



h) Relating to a Union Passenger Station:

There shall be filed -

011 thin six months from the data of thi

order

general plan, or plans, with the necessary prafile, or profi

And general detail drawings of n passenger union station lcated on

the ?leza site,

as

described in the preceding opinion And findings

o

fact, together with all necessary facilities and changes in existing

facilities; also, estimates of cost of conntructinn of the union

passenger station, together with its necessary facilities and changes

in existing faciiitieF.;, and estiAates

o damages and snlvage; slso

de,.crintinn and plans of the necessary temporary operPting arrange-

ments during the period of the transition pending the completion of

new union passenger terminal facilities.

ill plans, profiles, drawings And estigates shall he

prepared

RS

hereinafter provided for.

The filing by said defendants jointly of such c

mplete

piano, specifications and estimates shall be deemed a compliance wit

this order in particular.

4. Said d efendants and each of them shall, within thirty

days from the date of this order, appoint their resnective represen-

tatives

of

whom there shall be not more than two for each defendant-

upon

a

joint engineering committee, which coarritter shall be charged

with the preparation of complete plans, specifications and estimates

icreinefore referred to. Said defendants shall also, within thirty

days from the date of this order, select and suggest for the appro-

val of this c)mmission and appoint a disinterested cnEineer as

chairman of said enLjneering committee. If no such appoiatment be

made within the tine specified herein, the Commission will,

select c,nd appoint the chairman of the engineering committee.



•

The Clty of Los Ansoles shal l be entl t led to be repreaented upon the

881d

engineering

committee

in

the same

~ a n n e r

and upon

the

same

term

snd condltlons

as

each

of sold

defendsnta.

5.

The

englneerlng

c o ~

t tee

shel l

prepare

~ l l

plana

epec1f1catlons profl les

deslgns

and e c t l ~ a t e £ In

accordance

wlth

th

provlslons 1.ld down In th ls declslon end wlth such fur the r d lr ec tl

as

aay

be lsaued from t l ~ e t ~ tlme

by this

C o m ~ l s s l o n . In case of

any dlsagreement

by

sald

co

Htee

on

ony mal l er

propBrly

before 1

t

the

de0181.,8

or the chnlrtaan lhcl l]on Gt..: ll

be

.f1ntdi g;,;bj_ct..,

ho cT

to

the u l t l ~ a e a p p r o ~ u l of thc C o ~ l s s l o n . ach

party shall

hava

the

r ight

to

present to the

Cocc11 s1 n

ta

1nd1 ldu4l

vlews

When the

plane end

estimAtes

are 8ub.ltted

to

tho C O ~ 1 8 s i ~ n t

f lna1 nppr

6 . The expense

t

611 8ddltlons, s.lensl-)ns, 1 ~ p r v e : g e n t

or

changes

in

foci l l t ieo .nd new

structures and other

. o r ~

hereln

ordered other

than

thAt relatlng to the

eeparation of tro des to

be

eresfter

specif1cally provlded for but including the prepsrstio

of complete

plono

specif1catlons snd estlmates by the entineerlng

committee Shall be

at

the jolnt

cost

of said dofendsnts upon such

terms

8.

to

the apportlonment and divlslon

S they

m Y wlthin a

reasonsble time sgree upon which time i9 hereby fixed a t thlrty day

from snd after

the

dete of

this

onier for

the

a o o r t l o n ~ e n t of

the

cost

of preparatton t c ~ m p l e t 8 plans, 8 p e e l r l 0 . t l ~ n s and e s t l ~ 8 t e 8

snd s ix months from snd after the

date

of

this

order for

the

sppor-

t i o n ~ e n t

of cost of

a ll

other

.JrK;

and

in

event

of

thelr

fal1ure

to

80 agl ee,

t h ~ n upon such

terms and

in

u h

proportions

and in

the

anner

in which

the

Commlselon may. after

turther

bearinB. x

8 u p p l e ~ n l a l orderj proVided, however,

thnt

G1l o ~ m p e n s a t l ? n t any

representat ives of

the Clty of

Los

Angeles

on

the

engineering

co i t tee

Shall

be pald

by esld

Clty.



•

7

~ l t h l n

twenty days

from

the effecttve date

of

thls order

the

rs llr oa ds s ha ll

f l le

With the Commlselon 8 prellmlnsry e . t l ~ . t e

cost

preparing plane, speelf lcatlone end 8stlm£tea. l i ter the

8 p p ~ l n t m e n t

of

the engineering c)tt .mlttee,

that

c ~ : n l

tt8e

shal l f le

wlth the Commlssion w e e ~ l y reports In

the

form prescribed

by the

C o ~ l s 8 1 o n showing th e progress o f the work and the

character

and

d18trlbutlon

of the .ork d ~ r e The enslneerlng

committee shall s lao

keep

CC

unt of

i t s

expenditures

snd

shcl l

f l le

monthly

reports

of

e l l

expendl tu res wlth

the c8rrler9

and

t ~ l s o m ~ l s s l o n ·

The

Paclflc i lec t r lc RBil ay es la te r

Withdrawn from thle

order

becsuee

of

ts

particular

needs

in

t a t l ~ n

faol11tles

And

1ts

much

greater

psssenger

t ra f f ic In the yeor

9

the Paciflc Electrl

R.l1way carried

35,000,000 p a 8 6 ~ n e e r s

end in the

s a ~ e

year All the

steam

roads t ,gether csrrled 2,750,000 pesseng rs

or

7.81

of

the

number cerr ied by the

Pacific Eloctric

el lasy

The

Plaza

Plan

BS outlined

by the

Fallroad

Commission inclu

some

ohengea in

the Loe Angoles

n a l 1 w ~ y trIcks

and

~ u t l n g .

The

principle changes :f-o ..lld be made ncar the 91

te

0 the

stat ion,

and

w ~ u l d u n d ~ u b t e d l ]

re3ult in better

servioe

leas

10s9

of time In

the

n

ern

portlon

of the business

dis t r ic t l y cera

pass ng

through

I t

e

~ ~ s t lmportant changa in

the

rJuting

of

st reet

cers

aa affecting the t raff ic s i t u ~ t i n .

a

uld

be the

routing

of a large

number of the c.ra serving the n1rthern p o ~ L 1 0 n or

~ h e

c i ty through

the BroJJd

y tunnel. The tracks would

Oe

pl1Jced In 3ub

..

ay

thl ough

the tunnel ~ n d

t h e r e f o r ~

would not interfere with t he veh icular

trarf

whioh no usea the tW L 1el to

Got t.o

ilorth Bro d ll ay or r;w:

tiet

30ulevar

:he union Tenlna l InvestlO:;H.tlon W 8 ~ a direct

reS.llt. or

M9ny c o ~ p l a l n t g ar tha crade ctosalnJ8

in

the A ~ e a

b e t w ~ e n

the

bUsi-

ness

dis t r ic t

and

the

Los Angeles R l v ~ r . The ellminatlon

of

these



•

grade cr03s1ngs Yill salve t h ~ t raff lc o3ngeatiryn nroblems

of

this

portlon of the

City for many Y srs to came

The e o t l ~ . t e d coot of

c o ~ p l e t l n g the

Pl.zo Plan

3?233.4

ond ie

of

cauree

the

mein objection.

slven

by the ral1roede. to the

plan.

Chiof Englneer Sechse. In

his le t te r t r ~ e m l t t s l

of

the

englneerlng

report

to the Beilroad o

lselon.

sald,

in part.

nhl1e

• capi ta l expenditure

~ r oVP

~ 3 ~ ~ O ~ C ~ O sccns ~ ~ r G o

I t

R ~ ~ u l d bo

r e ~ e m b e r e d

that this

~ ~ n e 1

Is to be expended over a tOPD or 1GOrs.

In

any

event

rhether

the

r re£olnc

r o e ~ n o n d p t l o n e

nrc 8dopted or

not

vary largo

CQpltal oxpenditures t e s r e £ ~ t l n g p ~ t A b l y

In

the

ne

ghboI1lood

or

the

suo

estimot 9d

h '

U ~

111

bec me

n e c s s c R r ~ t

in

the

ne,r future

the

transportation

of

Los

~ n s e l o s is to keep poce

wit.h

the growth

and the

industriAl nd busin08S

devrloj'Jl'Gsnt.

o f

the

Clty. The Choios

i s

n t bebeen a laree expenditure i f these rccom-

mendations

are

adopted

and a small ono

i f

they are not adapted; i t

rather between

an adequate

snd carefully planned develapoent

wlthout

weeteful

expendlt.ureB nd a haphR&ard zrowtb

dIctated

in the mnln,

by

pr lva te Intores ts from

the otandpol.nt

o ••

ch

indlvl.duQl roa<l In

el ther ceoe the

burden of cepltal

_nd operatlng

costs

must,

in

the

end,

he borne

by he

publlc.

I t le Impossible to e e t l ~ a t o In dollers the direct snd

indlrect savlncs

and bcneflta

through

tho

carrylng u t of

theae

plens

that wl accrue to the rAllrJ8ds, t the passengera and

to

the sh ipp

and

alao

tl

e

people

end

entel prtaee

offected

by

tr cp?rta11on

condltl

ne.

e

have n ,t

hesltated In .aying,

howsvsr. th . t

fro

the

flnsnclal stondpolnt .13ne, the pr,posed expendlture

is

Justiflnd.

In

the lareer

popect

of

clty planning, tbere i s no doubt t ~ .

the

Cl y

or

Los

; n l a l ~ 8 s ~ ~ ~ l d use every effort to

assist 1n

the carrying

out

t

sse

r e o ~ ~ e n d . t l ~ n 8 .



•

~ a p No G show

the

plan

of

the proposed terminal at the

Pl lza The P clfle Electr ic 11n86 are shown in

black.

The plan

providos

for 8 subwoy from the Aaln Street at l ion

along

Yeln Street

to

the

union

station

then

tor

elevated

tracks to th e presen t

lIne

at the

aacy

S t r e e ~ crossing. The 3 ~ u t h b u n d Pac ific Z lectrlc tra in s

would be r ~ t e d

o v ~ r

8 c ~ n t l n u 8 t l ~ n or the oressnt e leva ted tracks ea

or

the ~ a 1 n

Street

stat1 n

to

the pr1vete

r1ght

or y

s t

Fourteenth

and

~ l a m e d a

streets aap N o 7 sho_s the general layout or the

PacifIc Electric trains operating from

the

AaiD Street stat ion.

The

S>uthorn

?ac1f1c s t Lake and Pec1f1c

Electr1c

n 8 1 1 r 8 ~ 8 proposed 8 joint pAssenger terminal the present

Southern

Pacif ic ~ t 8 t l o n and

ore

ready to

start

work

on

thole plan I m ~ e d l a t e 1 1

Th s

plen

proposes the

construct1on

of elevated Pac1fic electr1c

tracke f r o ~ the

Ms1n Street

stat1 n

east8ard to

the

east

side of

the Los

Angeles

R l ~ r . and then north qlong the river

banks

to con-

nect

81th the prenent tracks just north

of the Yacy

Street cross1ng

Yap

No B show

th1n

plan

~ n d

Map

N o 9

g1ves

a

gener81 1dea

of the

structures planned.

Plllns

were

prepared

for a union stet.lon at

both the Santa

Fe stst1 n

snd

Southern

¥sc1f1c

Stat1 n

s1ten by

the

Railroad Com-

m nsion hut f1nally

rejected Both or these

plans prov1ded f ~ r

elevated

structures

practically

slml10v to the

structures propooed

by the Southern

?acl f lc Salt

Lake and PaCific Electric

Railroads.

The

r a l ~ r o a d s

h8Ye

taken the

qU8ntian

of

the author ity

or th

Railroad

Como 88 on to order

the

c ~ n s t r u c t l o n o f 8 union terminal

into the

courts and 88 yet no decision h been reaChed.



(E) probable Future Development or

the Paciric

51eotrio

Rsilway

Syste ll.

rho Paoiric 8 1 e c ~ ~ i c nailway

is esssntial11

a

rspid

t rans i t

listem,

and

8 ~

such

~ u s t

operate

without

sorious

c)ncestton.

At.

the

prenent

time pract ieal l1 a ll of i t s l ines

. u ~ r e r t r o ~

some con

gostion.

In

a l l probabili ty a ll or the P aoHio

Eleotrio t uhay

ioes 11111 be removed rroa the st reets or ~ h e ousiness

d i s t r i c ~

withi

• very tew years. ~ n . Califon 1. Railroad C o ~ e l o n in

i t s

Loa

~ ~ 6 e l e 8 Ter.ainel

InvQ8t lgKt l)n Hepor t, r e c ~ m m e n ~ that

ft s ~ b _ a y

be

Auctecl from tt.e 4iialn

St.reet

. ~ t a t . l o n

to

t he ree 'Jcnended

un1 n

inol

at

the

flaza

~ i t e

to

take

care

or

a l l

or

the

t rarr io

to

the

n o ~ t h ~ n d ccat ,

and that

elevated etrueture be

bui l t

to t ke

a l l

the t r a f f i c to t.he 8 ~ u t h . 1th-sr plans to r P un cm toe minel

proVide

foI'

,n olavated t.l.·uctlire triJlI: tha NHln

S.1.1asftt

~ t t 1 1 n

to

t.he

~ 3 S t

which would

take

the north bound t ruff ie crosa the Los ~ n e e l o s

· iver

and

n?rth

nl?nG the b e n k ~ of tho Rivor to oonnect with the

preoent

llneR

the n ~ r t h . S ~ u t h

bound

t raffiC

paDS

out

over t ~ e

8sme

clevated

struoture to

Alnr-iede

streot and then tLrn 9 ~ u t . h ftnd

com

to

tho

g r ~ u n d

surface

on

the

priVAte r ight

or

.ay

or the

PAcific

lUect-I ie

railway which

1s now

l'c lng u red.

1 1 .

B.

J . l rn? ld .

snd

a180

the F 1 1 r ~ a d C o ~ l s s 1 o n t B reporLe look

u90n

the

c 0 n s t r u e t l ~ n or

l Iub1 C ~ . I ~ both

nlJrt.h

e.nd

Gou.th, a1n t.t.rcet

from t

Ie

~ 2 . 1 n

:::tr--eet

s to ~ ~ I n

f11 •

vr

prohl;b:&

in t.he

future r n

R1 0 the

c

nutructlott or

en

clrv

ted

l i re

nt

l e ~ c t

S

r ~ r

as

Fourteenth

nd

A I A ~ p . d a

~ t r e e t 8 .

1'1th the c:)lQplotlon

of

the

r OWi

HIll s t ree t St.6t1.on :unnel

a ll cr the t ra f f ic to the west - i l l

be

handle from th&t point. In

ab?ut the

Jeer

1905 tha racif ic 3 1 e c t r i c a i l ~ . y expended the aua or

1 . 5 9 0 . 0 ~ C toward the acqulaltion

of

•

r icht or

way ror tunnsl to

run trom

Hill Street Stat10n to •

p ~ l n t

)n

~ e r 3 0 n t

. v ~ n U Q . n



dietance

or

I'1h1ut

t

t nd

h i l f

;o11e8

to

the

lI st or the

5tq t i

m.

The

plan W88 to UBe such

a tunnel

for a l l the t r ~ r r l c

to the W8St.

This

plan wac

not

R b a n d ~ n e d but

~ ~ delayed

the f1nanelBl

d e ~ r e e -

810n

1)07,

and

wl11 p r o ~ ~ b l y be ~ n d e r t 8 k e n 1n

the

n ~ r

fu ture

Both

~ r . B.

J

~ r ~ l d

nd the

qailroad C o m ~ i e 8 i , n s t ~ n g l y

r e c , u ~ e n d e d the connection t two Paci f ic

~ l e c t r l c f t a t l ~ n s

by

~ e e n s of a nubwpyoan S l ~ t h 5 t c ~ t

fro

:81n t ~ ~ St r ee t nnd r r o ~

that point ei ther diagonelly

acroes

Perehing Sq usre to Fifth

end

l ive

Rnd

Into t'18

tunnel, or

Dls\o::ln;g 8n erey turn And enterinG the

Hil l lZt roet ~ t s t i o n from ~ i l l Street

The

r lans

for

the

conetruction

of

the tunnel

from

the

Hill

Street

Station to

Firs t Bnd

Lucas

streets whiCh

are about

to be

re-

el1zed oAll for

the

lowering

of

the tracks in

~ h e stat ion several

tee

~ l t h u g h no information hae

been

given

u t

by the Pacific Electric

Orflelo1s

thlft w ~ u l d

ncem to indicate that the subway plans 88 gen-

erally

outl ined ..

be

carried out in

the

near

futu. e.

ChApter

4.

Deneral Requirement. And L:ethodo whioh ..ight be lJGcd in

PlAna for the R elief of

Traffic

ConGestion.

A. Requiremcnte of a

Plan

of Relief of Traffic Congeati,n.

A

plen of

ra I le r

or l rqrf ic congestion must

~ 8 k e

p ~ v i s i n s t r

three general C188ses of t ra f f ic ;

r811way,

vehicular 8nd pedestr1an.

Vehicular

and pedestrian t ra f t ic Dstura11y

go

t.,get.har 11 , t.hin the

business d is t r ic t

A ci ty nd t r ~ r n thei r

nature, uat occupy the

ci ty s t ree t s )-(al1way t r a f f i c on the ther hand,

:Dty

or llU y not,

be

ca r r i ed

on

1n the

publ ie s t reets

Both

vehlc.Jlar lmd raIlway

t ra f t ic Ire leost c ~ n g e s t e d when

thr?ugh ~ u t e 8 t

t ravel are

p r o v l d



6

1.

V e h 1 c ~ _ 9 r

T r ~ t f t c .

In Los IlI\geles, here t c

t r 9 . ~ r ~ C

c ; n g 6 G t l ~ n

Is

ticnerel

throue-hout the business

d i s t r i c t

I t

I s due, to a large e::ttcnt, to

veh1cleft oilsratln wholly l ~ t ~ n th,\ C)ogs ted d t o t r l e t . · t tho close

of tho b ~ 6 1 n ~ s s

day c n g e G t i ~ n occurs

on s t r ~ e t ~

l c ~ ± 1 n g

t r ~ m tho

b U G l n e c ~

d i s t r i c t . In 8 well

o C e ~ l l z e d c i t y t r a f f i c 161notlne

snd

endin;;

a t

points

: ' \utslde

the

.. H63S:'cj d i s t r i c t . n: \ ) .

« n?l

pazs

thr \i.1ch t h i s : U s t r l c t .

Tra 'fl:)

.Jrl:;lnall::1.U 1thln

t b ~

c')n;aated

d i s t r i c t

~ n 1

b o ~ n d f ~ r

3n

~ J t s l d e t 1 1 n t

~ ~ ~ ~ l d

3

~ ~ l ~ tv

act ~ ~ t of

the c,ncested d l s t r l r . t

f

d l r 3 c t

~ . u t e . f r g f l e

h1n the c')n

geated

d i s t r i c t between

ld.ely

s ~ [ l . r a l e 1 .

'')1nts

h

n I d

t>e

~ b l e

t l

~ p e r 9 t e

~ u l ~ l d e

the

c)ngeellon. To provl1e for these

~ r e e

tynos of

vehiculRr t r a f f i c 9

r ~ u t e circl ing

the

c ~ n E e q t e d

~ r e 4

B ~ ~ u l d be p r ~ -

vlded. An

inner

c i r c l e

w ~ u l d J

I f p r ~ , e r l y ~ l ~ c e ~ J take e ~ r e or

,

laree

port

of

the

t r a r r l c vetwcen p ~ l n t 8 widely

separated

but w l t ~ l n

the

business

d i s t r i c t . An outer c i r c l e ~ o u l ~ ~ l l o w ? u t s ~ ~ e t r e r r l c

to

s v ~ i d

c ~ n g e n t i ~ n Rnd ~ u t w ~ r d

b , u n ~ t r . f f i c

to

s e t ~ u t

of

e ~ n g e s -

t i ~ n by

the m,ot d i r e c t r ~ u t e s .

2.

RRl1way Traff ic .

Railwoy t r a f f i c

18

divided into three 8enerol closses of

service; d i s t a n t

c'mrnuter

Rnd local , depending ~ the ?rlg1n and

destinatIon of the psssengers nnd upon the

t l ~ e

r ~ q u l r d

to

mgke a

t r i p .

Distant t r g f f l e

?ri&inntes at ~ t n t e r ~ r en,ugh R . ~ ~

to ~ 8 k ~

it. l:::lpl Bctlcal for

pS8uengers

t

c ~ m e

into the c i t y ( l.ch day t o r

businoss or

other

purposes.

~ u c h passeng6re are

not neceesa r11y

b : lund for t he bus iness d i s t r 1 c t but are b.,.md for t.he c l t y 1n generflil

u n l ~ n terminAl

i8

des1rsble,

t h ~ u g h not

essent ia l , to r diEtant

t r a f r t c .



CO:Q.1I:uler

tr ffl

or l£1natss

within tln l1rea

':)f

.:;uch

91:a:.

as

.111 permi t passengers to 11181<.0

t.rlpEi

Int.CI

nnd

Jut of the city e 1 c ~

day. Tl>a8

18

the

un i t

lO'i,lch

0:)ot1 )18

the

slzf;

;J f the

C ; O : l 1 u ~ e :

t r3 f f

.nd 1s probAbly

l i ~ l t e d to

Joe

h ~ r . In

a

~ c A l l y Ip.r-: b ~ z l n c £ e

center

t.ne

com,nater 8rea if> U1e Ii: ]i tiue; 8 l · E , ; ~

t :

the (;r,,),,:th It th e

e o m ~ u n l t y

88

II W h ~ l e .

Railway

l i l ies hNldllnG cj::or'i1.t.ter tra ' r c

are

:nost

succe8sf i l l l oparat.ed ......._11

t.h =. r-

Jl

G.ti A:::

r 1 l ~ .... t 'l:..lght to

8 cen t r a l poin t in the

buslne6..;

i s t r . . L c ~ J bu t

~ . · e d i : t . . ' i b . l ~ c d

a t

Devers l p..,lnt,8

t . h l ' - ' ~ C h \ u t

t .his

u ~ . : H · i c

. ~ n i l

j'c d c p ; . : n ~ i n g ::In

pnnnenger8 the. :Du.ter tyt)e for t : l e · i o r . u ~

~ r o

: lnes C Ij'j:'lnly

classed

nR

rspid

t rans i t

l ines

and

such

n ~ 8 t

~ ~ o r ~ t e ~ i t h ~ u t

c')ngesti. ')n.

nAD d t rsns l t l ines

are 't.tlCr-6f,)rd

the

r l r ~ t

l ines

be

c ~ n e l d 8 r e d when

separat ion

' lsi .leul r n.od. rllil'H'Y rnrr l 1.0

necessary.

They uat have

scvel 'bl

uttJ.t.10ne

:')r

dLltr lb J . t lJn points

within

the buelness

dl s t r l c t

And in a l ~ r g e ~ u a l n e s s

di s t r i c t ,

must

pr')v1de for transfer-inc: of p88sen5ers from

ne

ine to ) , n:'lther.

Local t r a t f i c

originAted

.1thln b ~ ~ i n e n e d i s t r i c t

8nd

potnts

near

enJuBh to the bu£lnGan dis t r ic t .

t: > : lc.ke

i t r:uicker to

us

other

f1eRna ,r transportation

then

the rapid trRna1 t i.1nee. In the

lergest

cI t ies

of the United

3tat.flIfJ, where

_conny differe:lt typeD

l'911w8Y l ines are in use, the lnaal

t.rafric

10 f l l m ~ R t entlr-ely taken

care

or by

surfaoe cars which

serve

d is

r i t ~ t e r s

for the

r ~ p i d

t rans i t

l ines

opere ted 85 elov.ted o ~ sUbsurface r a 1 1 ~ ~ J G .

3 . ? c d e ~ t r l s n

Tra f f i c .

~ ~ d ~ r , t r A n t raff ic does n , t r ~ q u l r e

t ~ u

r utes of

t tavel . ~ 1 1 ~ ~ y t ronsfer

p ~ l n t ~ ~ n d £t tiona ure

the r ~ l n t s

_hleh

_ r re

'1.,::\

c l l e f ~ t

ed,

, ,ut 1 th

the

present

pract.ice o f

U akln£

sidewalk

t ' ~ l v feet tn _1dth

1n

the

bus1neoG d1str ict ,

pedel tr19n t ra f f ic



•

18

not l5Crl1uslJ c l. ,gest ' ld . I t neve- re i point .3

In

Broadway, th e

present

nU::lber cot's 'lpel'Nt.l1 t.:. 1s Lo be C lntlnuec1,

i s lands

sll?uld be

c')nslructed t.o

tn3ure pf\9Seu t's

stlfcty

..nile boarding the ars .

1'. General ethods ~ l I i c h 1 fh t be used to Helleve C?ngeot1?n.

1 .

ldenlng

a f

St ree t s

(a) WidenInG of

~ ~ r e e t s

by loving

9sck

the Lat11ne.

P r o ~ a b l y the

~

catlsfactory wAy or widening

~ t r e e t 8

Is

to n ~ v e bACk th e lo t l lne (ae

far

as lrRrrl0

oneratlon Is

c ~ n c e r n e d

i th n the c ~ n g e s t e d di s t r i c t such s method

~ u l d be

practleRlly

impossible because of the

gresl cost

of

r e ~ v l n g 1erce

bul1dlngft.

~ n s t ree ts outside th e bus inos s dlc t r l c t where buildings 9re smAller

snd

the

vslue

~ r land

1s much leos, this ~ e t h o d

1s often

used.

(b) Arcsding •

' rcsdlng

8 8

here

used meano the widening of s t ree ts

by relDoving

t ~ s

s id

~ l k s from the i r prssent pos i t ion end l ~ c I n g

them under the second

f'loore th e bU ild ings

1n

the

space noll

occupied

by

ahow

windowB.

'Ibis

method,

while expenolve ,

would

cost

much lees than

the

f i r s t n e t h o ~ ro far

as Is

known }rcading

has

never been

used bo any

gr3Qt extent to . lden ~ t r e e t s

and for

thAt

r e a 8 ~ n ths offect t w,uld have upon tho value of

the

p r ~ p c r t y in

volved Is d,ubtful .

Arending ~ q G heen

s t r gly

uIBed as

8

mevnB of ~ l d B n l n

existing el1ey8 pnd also d e v e l ~ p l n g new alleys where needed.

2.

~ e r utlng

nr

Street cars ~ n C,n&8sted Straets .

There Qrft three general x . . e t h : J d ~ or

r ' ,utlng

s t ree t cars

in

the ce tr-l'l j.oJrt

ns

c i t i o s

Th3j'

re

whe

loop, l}j,r'Jugh,

end

be l t -

lin

~ e t h 1 d a

7hO lJJp

m e L h ~ d

ke t p Jss1 ble fo r cere to sppr

8ch

the



business di s t r i c t p r ~ c e e d Q r ~ u n d 9

loop

n out seain on

the avenue

of

approach.

Tlth t h ~ u G b operation, at reetcars approach th e busin ess

dis t r ic t

r r ~ m

n6 direction, pass t h ~ u g h and

out

in

another direct i

~ e l t l l n e operation 1s usually used

In

connectljn with the

other

methods of operation

to c nnecl the aystem

and

make

nooslble

to

e t

trom one 11ne to another

w l t h ~ u t

enlerlne

the e ~ n g e r t e d areA.

sugcested by the name belt l lne ~ p e r a t l n Is c n t l n ~ u 8

arlund

a

closed

system

~ r t rncks.

thene

three ~ e t h ~ d B

tho

lhr jugh ~ e t h ~ d of orerat1, 10

the

best

where

the

t raff ic

~ n

the

two

ends

~ r

the

l ines

1s

balAnced.

I t

han been

3ugceated that the loop ~ e t ~ o d ~ i C h t be used in :os

Inca

by

~ 8 k l n c

the

l O ~ P 8 outside the

c ~ n g e 8 t e d

areB

and

connccttnc the

loops

by mceDa or A be l t l lne :ueh A system would ~ e a n R large amou

of t ransfering

u n l ~ s ~ the

loops were very

cl030

to the d e s t i n 8 t l ~ n

of the pAssenners carried by

oech

11ne. IBrge number of cars

w ~ u l

be

required to

operAte n the beltl1ne and

s t he c nge st ed di s t r i c t

in croa se s In

s ize

the saving tn time to the pnsoengers would be los

1n waits at t ransfer pointo. TraffIC ~ n the csrl lne s t roets WJuld

p r o b ~ b l y be os c1ngested as ever. carer 1 c nsldoratlon o ~

these

three ~ e t h ~ d s

or

rJuttng

s t reetcars In

Los

Inseles

leads to the c ~ n -

c l u s l ~ n that

thr1uch

o p e r 8 t l ~ n Is

the

best rr,m ~ t h the o p e r a t l ~ n

snd oervlco s t 8 n d p ~ l n t s .

During

the period

of

~ 1 0 t

c n g e s L i ~ n

there

Are 557

s t ree t

cars per h ~ u r

In

o p e r ~ t l o n on the f ~ u r principle b u o l n e s ~ st reets or

Los fneeles .

7he

m l m ~

n ~ b c r ~ r csrs

tha t

csn

oper Led

~ D

8

prlv

te r igh t

~ r

y

without c n £ e o t l ~ n i s ahout 120 cars per h ~ r •

or A ho.dway of 3 ~ oec1nds. I t would be possible t ~ r1ule 811 or the

s t rec tcs r

t ra f r ic over

t ~ o

or these

s tree ts

i f

s

~ e of the

l ined,

wh



ere

not ,

In genera l , nor th and SJulh 11118S, c'luld be r * u ted acr:>BB

e the

c' )ngssted

d1s t r1c t . This 1i'')uld l : D ~ a n two s t r ee t s could be uced

fo

vehiculAr t r , r f l c excluslvel l and

two

s1 reets for ra i l ay t ra f f ic

.nd

GOMe vohlcul .r

tr t : ' rr lc. The preaen1.

st.reet. in te rsec t ions

w 'luld

'have

to be

changed and

the

grades

seplJir.nl.ed

to

per1l1t

vel'\lcul.r

t.raf

t > cross

t.he railway

tracks

,.-lth.,ut cauulng C n 6 e 8 t l ~ n . Grade sep

flr,to1,n

1'1.

the req...llred nU'Iber of InternectloD8

Ii00.l.1d

apPMach ei the

• suhwty or an elevated c n d l t l ~ n of tho

r . l 1 . a ~

O ~

the

s t ree t Rnd

lr )uld

not give the eftt1sfs.ctl':>n thl'lt

a

c:1ntlD')u s t ruc ture I e i ther

type

..

,u ld [iVe.

Thp

re l ie f

..

,uld

he

te:aporary

and

probably

by

the

t l ~ 8 the re1u1red s t ruc tures

were

c ~ p l o t e d the

t r a f f i c

. ~ u l d

hAve r ~ w n BO

tha t sub.By

~ r

In

elevRled

r f t l 1 ~ a y l lne . ~ u l d be

necessAry.

The c,nclusl ' )n drawn tr')m rer-)ul1ng: s tudies 1s tha t

rcr lut

_ of o tre tCJIlrs alone wl11 not rel ieve t r l \rr lc c')l1gcotl.

1

n.

3.

T::levat.ed and SUbWAY Fontl.a;{ '1t.ruct.l..i.rec.

hen

t r8ff1c bee lmes too

c

'ngl,nt.od to be

taken

care

or

< n

one

Burface

t.he

problem

beC1meo

Jne

of

c3hl lof'lng

bct r.en

the

e1evlliled

8 t l ~ u c t U l e ond t.he SUbWflY. '1oth types

lJre

in

;.ace

in

the

lAra-eat c l t -

leB of

the Un1

ted Stat.es

4 n \ the

6llbl l ' l l ] has be n f:nmd to be

the

ne

sat1sf'l.cV)t'y to

the

people of these

c l t . ~ l e B .

lu t lng

'fl .

B.

J . ,Arn,l

w h ~

mede e r e p ~ r t

on the

t .r-nsp

r t a t l

n p ~ b l e m

of

LoB

~ n g e l e G In

1911,

' ' ' : lev8ted 11nes Rre

undesirable

i l1

C 1 ~ . e r e l R l hote l , r e t a I l

and l 'es1dencft

sftct,l:ms .,>n flCC'lunt ) f

notsfl'. l.lnslcht11nenc.

extra

e l i

b.

de\,ol,lra on<t tho

oht.ttine

, r f

l iGht .

Thene

fact;\ra

are

ot

leI 'S

j

Ip;,t't.ance

1n

on i ndu st .r ia l o r

wh llesblp ~ 1 6 t . r 1 e t

)no

Ily ; rR1'f1c )D

CertAin r.t.reeta.

lne

~ y

tr8rl'1e

~ p e r ~ t 1 ~ n on . o ~ ~

tre' ts

ao a .,lsn

of

re l

or congest.ion has not. o e e ~ r ~ V 1 r e d

t.o

any

r r ~ ~ t

extent in

~ f



•

the 01t1es or e.merlea as 8 means or per,l1aneat re l i e f

BDd has

n ly

beeD

c )nslderod after the streetcar ItnEtD h lVO been

t euDved

by the

c n B t r ~ c t l ~ n

or

Bubways

or

olav

ted

otrJc1.ures. q s y s t e ~

11.

h ~ s

many adv lntac:;es

but

11.

1s

8

very

d1rrU:Jlt

pr-..lhlell

to

eet

such

8

o y s t s ~ into oporation d ~ e

to

the

a t t i t ~ d e of

the

proporty holders

on

the s t r e e t s

effected.

c { nzn

5.

Concluol ns.

Plan

of

~ e l i e r

of

T r . ~ f i c

C,ngeotion.

1.

Gsneral

~ u t l i n e

of Plnn.

The

plan pnv ldos t 3prlng. LOB . n£ole .....

Bnd H111

Street

ae

veblCJlnr

traffic streets only, and 5treat ~ n d B r ~ Q d . 9 Y as

t:- lth vehiculnr and

street.

car traf f ic a t ~ r e e t 8 lerB8 n uaber of

the nt.reot cst s now 1n operBtion on t.hene

Gtreets

would be taken ca

or 1n a sUbllJay 1n Spring Street ,

rl.L 1111ng

frJm Eleventh Street tho

PlazB.

11 Pacific Elect1 1c : ~ a l w A Y tr111ns w)uld

be

re:D ved from

the s tree ts o f

the

business

d i s t r i c t

routinll t h ~ 3 e f r ~ m ths s in

treet G t ~ t l o n

ovor

Q c , n t t n u 8 t l ~ n

o f

t t ~ preoQnt

elevqted

structure

to p:>lnts

well

out

of

t he conge stLm. lid those

trom

the 3111 Street

s t a t i J n thr uch

tunnels

in

ths h i l l s

to

the

wsst of

the

s t l t i o n .

shoM. tunnel

under

F1rat

s t r e e t luld Jen -ir;ueroa

strspt to veh1cu

t r a f f i c

fl :n runsst

Boulevard

and

the

n rthsrn part ~ f

the

City in

eenerel. fJec nd ~ t r e e t would

be

widened 0 i b ~ t y - ) u r teet

fro.

Hill ::treet to S8n Pedro Street

and t.huu p vide for

vehlC

lar

trarf

behsen

t e n,,.t -western part of

the

cl ty and th

l Stnn

d i s t l e t

r

the .h11esole distr ict and the

e b s t e l ~

pArt or the c1ty in tenere

inth street would be widened and 1 proved

8)

th t i t cluld

take

car



•

•

•

of •

larce

p rU n

or the

vehle la, tr , fn e f r ~ ..

t

e • ut.h- aotern

part. or

the c i ty

.....ter.

neceaoor:;,

rlnt.h at.reet C u.ld te

straiGh

tened

and

81dened

to

the

west

or

F16ueroa

street and relleve - l ~ h t h

atreet

ah1ch

111

~

hly

beC,

e c

neeeted a1th1n

a rea

year

••

~ 1 8 m e d . ~ t r e e t

w ~ u 1 4 act.

8S

an eaSt.ern

d 1 9 i r l b u t l ~ n

street 89

r . l G ~ e r

street. nnw acts as

~ n western d l s t r l b u t i ~ n atreat. at ever union

t e r ~ l n B l alan Is d ~ p t e d for the

s t e a ~

ral1roado, a l l

but

sb ut

3 ~

of the present. railroad

trarfic

wil l

be r e ~ J v e d

r r ~ m ~ l a cde 3troet ,

.nd

th l 3

4

wl11 be ln

oper8Uon

d rlnc the late hourfl

the

n1ght

only.

2. P.er1ut,lng of Street Cars.

la l Los

Antele. a l1aay.

In rer,ut1n6 the

street

cars as few changes as ?J8s1b

.ere 38de, and

the

r ~ u t e B ~ u t s l d e the business district. ere not

ehsn£8d a t

~ l l .

In the rolloalnc a t 8 t e ~ n t of the routes

of

the

Lo. Ingelea Railway Unes. the ,neB .. ked

wl

th an ••

t t r l k

l

8m

the

only

,neB

WhlCh

ould

be changed,

and t.he

new

lacat10n

underlined.

The new r ~ u t l n Is s

~ w n ?n

~ a p No. 10.

o Llne A - Test dam Llnc,ln

Park.

Route

Nt.

ClAir

ond eat dams Via

~ d a ~ s ;

N ~ r n . n d l e ;

24th; H; overj ~ u r l l n g t . n ; 16t.h; t i l l;

11th;

8ub. Yi

N ~ r t h : . lnj

~ u n s e t . j

:Jrlh BMadwilYi

Llnc:>ln

Park I.ve; l ~ l p l n e b ck V iR · · rth a1

to

?leZ8j

thence

to

we

t tcrililnal ovnr ahove r)ut..o.

~ Line

3 - B r o ~ k l y n and

ooper vela.

r ~ J t .

--

51st

end

Jscot via Ascol ~ V C ; private rl ht

or

way; i b o ~ e r ; ~ O t h ; Ho:)perj 12th; Bubway; .iacYi 3ro:lklyn; v re;rccn:

abaeh to

e1

ty

11, 1

ts



•

Line

R. -

Aaple

end

lel1otrope.

oute

- - - I J ~ l I \ 8 e and .hrJ18odle vie

~ e l r o 8 e ;

oel1otr:>p8j

T8UJf-'le; I;.,w

? .

s h i r e ; Fll:'Gt.; 21.n1nl ?lace; p r i v a t e r i t t way;

2nd;

? 1 l ~ p 8 r t ; 6th; ' lvarad }; 7th ; apIe; o.ldlawn; Santa aarbara;

.

a l l ; 53r ' .

to 58n

?edoo.

Line I . -

est

i r a t .

Route - - - Alvarado

and 6th Via

~ l V 8 r 8 d ? ; Jceen

Vie.; 30nnle

~ r a e ; 1st;

Preu)nt;

2nd. to B r ~ 8 d • •

y.

Line

J . -

e s t Jefferaon

and ~ u n t i n G t o n

~ a r k

Route - - -

9 t h .

1-ve.

and

e s t

JetferS1D

via

e s t

.TefterBon;

Or ndj 7th; . 8 t e ~ ; 9th;

S,nta t V.moD; ?aclflc 81vd; Florence;

~ v i l l e

t e l n u t ?erk.

• Line L. - e s t Eleventh and Linc, ln ?81'k.

H'ute

- - -

L. A•.

ligh

School vie

C,untry

Cluj> Drive; Vic

toria; l ~ t b ; g o ~ v e r ; 11th;

subway;

Korth; ~ a l n ; ~ l s B l o n

qondj

L l n c ~ l

~ r k ;

looping

back

via

L1ncl1n

~ a r k

~ v e ;

N

r t h

~ r o a d w a y ;

5unsot;

North ' :810;

Bub sy

and

thence

to west t.er 'fllnal v i ab' 'lve r:1ute.

L i n e • - Grand Ave. 6nd

~ o n e t

• •

Jute

_ . - 54th

nd

teSQ

BrAnch.

54th a n d .eaa Dr1vc

via

54th; ?nd ~ v e ; ~ t h j

priv,

te r1ght

or

••Y Hoover; Santa BarbarR;

Orand; l:>th;

Medway;

l o t ;

.a1n; -' )neta 54th to 1 s t /.ve.

- ~ 8 . n c h e s t e r

and

6th

've.

Branch.

6th

ve.

and

4Rth

s t r e e t

via 4 ~ t h ; p r i v a t e r l h t

or

way; J ~ v e r ; l:janttl

~ a r b 8 r a ;

'1 r nd; l l t h ;

E r ~ A d 8 Y ;

1 s t ;

a i n ; jneta to anchester .

•

Line

r .

• ute

est 3 t h and - a s t ~ n d

~ t h

and Harvard

Vi8

?thj e . ,nt ;

~ t h ;

~ 1 U 9 r o 8 ;

1 'th;

_

[...., d.8 ; 1 s t ; Santa Fe to 2nd.



•

Line ) .

- South ~ a l n •

l ~ u t e - - - Slauson lind

-ain via

1a1n;

subway;

nor t Srr lnc

to t lptoo and

roturn over

t ~ e

C A ~ e

rJute .

Line

? -

~ e G t

PicQ qn1

East

~ l r B t

•

. ~ u t e

ho.an

and Brooklyn

via

r ~ w a n ;

1st ;

~ r ~ d w a y ; fico

t l relawere.

Line

• -

Stephenson

snd

est

7th.

,::>ute

- - - Stepl:enson

·ve .

and

Cemetery

via

Sle ;henson;

D?yle; 7th ; lvardoj

6 th

to ;·g-apRrt.

Line S. -

San

?edro and eolem tve .

~ ~ J t e - - - 5ants fonteo

and estern

vee ViA e ~ t e r n ; 3rd;

8l D lnl; 6th; co.arnonwealth;

11ohl re ;

H'J')ver: 7th; 38n Pedro; ~ : J u t h

e

ark; 610 t

to '.Jonsts.

Line T. - Tcmnle Street .

\ ')ute - - - Te.nple and N:>rlh Spr1ne t r ac t vin. Temple;

Ho,ve

Clinton; foountaln to EdGe:nont.

Line

- University and Central ·ve.

l.cuto - - - Slauoon and Cent.rAl via Centra).; 5th; ,,)llve; 6th

'?lguero

Q j

a s ~ l n 6 t o n ; Est.rellA; ~ 3 r d ; :;nlon;

HJover;

3 ~ n d ; i cCllnt ,c

V e r m ~ n t ;

39th;

Denker; 39th; to e3tern

·ve.

~ a n c h e s t e r Rrench. From 3J th and V e r ~ o n t south via ~

n

t. )

anchester.

sshlncton;

Flo er; 11th;

sllbw'';/i

. :orth iain; 5unset;

North ; : lrJ c lY

PHsadens vel

PI' v.toe .,r waj; onte VistA;

ve.

61; ?iedJ::)ntj

•

Line

:>ute

• - a h n g t ~ n end ~ a r v a n z • •

York Elvd. Qrancb.

69 InEton ~ n d ~ i ~ o Q U Via



PASRdcnA

Ive;

Y ~ r k ~ l v d .

to Ive.

~ O •

Buen l

Vista

Terrace

f <r

nCh. 'ia.-ne above t.o )Asadena Ave

end York Ivd t ~ e n viII I:agle ock vee t.o

uens

Vist : err9ce.

(b)

Pac i n c

1ec t r i c a l lway .

prac t i ca l ly

a l l or

the

?acit111 ; : lectr ic AUway Cara w,,,ld

be

rout.ed

over nelr t rAcks.

Those

troll 1.he

atn

Ztree t stRti?n, 09St

.rd ,>ver

elevated

trAcks nd th' )se frorJ the fUll

S t. re et s tA tIon

•

• e F t ~ a r d t h r ~ g h t u a ~ e 1 8 . p r V 1 8 1 ~ n

was

mAde r ~ r

the

.dendale

l1ne

to

:0 the Southern ~ R c l r l c ~ t A t i n beCAuse o f the r ~ c t . t h e t

by the

t1me

th

..

plan

han been nut

Into

CJporlltl:>n,

the

s ta t l n

111

prohqbly

hRve been

m,ved to

the

Plaza s i t e . ~ h e

Echo

?8rk

and

ell.

16th tre at

l Ine would be rer u1.ed t h r ~ l g h the

huslness

d ln t r l c t A8

r . , l lo_a; fr1m

the

~ 1 1 1 Street

rBllway

t.lmnel, eAst 1st ;

8 ~ u t h ~ n

,.1n t.o

16th; and

es t m 16t.h to

C ) n n o ~ t

with t.he prercnt l'')u1.e.

~ h e

rer1ut1ng 1s ahown on map No.

81 1.he end or the rep lrt.

(e) Street Car Flow T h r l u ~ h t . l ~ e Business Distr ict . .

?he

CEll

~ l o .

wit.hin t.he

buslnos8 d i s t r i c t for

t.he

C 1utlng

~ l l m n e d ,

'8

c ) Uputed.

using the headway

for

elfch 11ne \8

it .

a t the precent

t1me.

The car

rlow data

ere Given on

the r ~ l l ~ W l r

pAtTee Rnd are presented in grn l ea l

r ~ ) J : : O

n m p No. 11.

t.eol.11tlng

Car

Flow I f Plan

I s

t dopt.ed.

~ t r e e t

Fro

To

ea t

::IIIBt

Pico

Broad ay

FiG eroa 24

3 ~

11th

San r-edro

oin ?7

'17

~ a i n Hil l

64

48

~

Flower

4n

36

Flower

P'1.sueroa

20

12



Street

rom

o

eat

8 t

•

l ~ t h

Br. adway

Crllnd

57

57

Grand

iGueroa

17

17

7th

sn

Tedro

• pIe

64 64

:lople

G r ~ n d

q4

B4

Grand

FIE;uer: II

6 ~

60

6th

)Hve

lower

43 5

43.5

i<lower C lcuero8

36

36

5th

S n

redro

Kill

36

36

Ril l

111ve

43.5

43.5

3rd

San

Pedro lain ~

24

lower

Figueroe

7.5

7.5

nd Bro8dw

A

Y Figueree

12

12

•

1st San Pedro loin

41

47

Rrondw.y

ll

J8in

~

Aroedwsy Hill 5 5

15.5

Tem le

Spring

Figueros 13.3

13.3

~ o u t h

Ilorth

Fie;ueroe

Pica 6th

24 24

lower

Pica 11th

20

,4

6th 3rd.

7 .5

7.5

arpnd

Pica

lOth

64 64

lOth 7th

24

24

)live 6th

5th

n 5

31.5

Pica

11th

24.

12

5th l e t

7.5

7.5

•

l e t Ibru

Tunn81

4 4

Mad ny

Pica lOth

24

30

lOth

1st

81

q



f,tre-et

r:J

•

South

North

•

1st

Temple

7.5

7.5

f Oprlng

l hru

~ U b 8 Y

101

ain

Pico

11th

2

~ ?

11th

3rd

72

72

3rd

lo t

~

48

-Ssple

100 7th

20

20

3. Required Con truction

nd

Sstim.ted C o ~ t of C,nstructio

The estt-nated

coot of

Q ~ n s t r u ~ t l ~ n of the IndlYldual

units

of

c o n B t r u c t 1 ~ n nra

p p r o x l ~ 8 t e

,nly, but wIll serve to

show

the

prac t ib i l i ty of the

plan and give a general

idea

of

the

cost of

put.ting i t lnto operl:ltl )n.

clone

est·1 st.e of the cost or C ln truc

t ion

Rn

only

be mode

after

s deta11ed design

of the 1nd1v1du.l

4It structures

hqo been ~ a d e ~ n d such design

does

n ~ t r ~ l l

within the

Q lpe of this

report. 38Ch 1

Le:D of c:>n.8t.ructlon

wIl l

now

be con

sidered end An

a p p r o x l ~ t e e s t l m ~ t e

J

the coat or each,

given.

a)

Figueroa

Stree t

runnel.

the present time ver;y l I t t l e trllrrlc passes over

thAt rt

of Fleyeroa ~ t r e t

betwren S ~ c o n d street nd runeaL

Boule

vrrd. The princ ip le reeson

t

t ~ l a 18 t h ~ h i l l _hleh I n t r u d ~ c e 8

very

steep grfldee

between Sec Jnd and D1. mond streets . The length

or 0 tunnel hleh w1uld ell..,.1nOote thesel gr( ldes • .,nuld be a t o1ut 740

feet 1nclu,l1nC

the appr lt1cneG. [(asiDe; the est Rte of cont upon

the c1ntract

rice of the

new

~ e c n d at-reet

t.unnel

now

eina cJna1Pl

ted ond the est1mated cost of the tunn.,l plonned by the ?ac1f1c

Electric

Pal1 ll RY. out

or

11.8 Hill atreElt.

B t a t l ~ n the

coat

;: f the

•

Figuoroa street

tunnel

8 ~ ~ u l d be

anlut ~ 3 0 0 0 0



•

(b) Pacific

_lectr ic '·ollwoy Tunnels.

The ?aclflc ~ l e c t r l c 811w.y

C o ~ p ~ n y has

recently

s1gnified i t s

intention

to

build

a tunnel from

the

~ i l l

s t ree t

s ta t io

weal

~ n d

n ~ r t h

to

the

intersect1?n

Lucna

~ n d

Firat

s tree ts . he

. ~

ated

cost

of

t ~ i s tunnel is 1 . B 5 ~ . ~ ~ .

In

the year 19 5

l ,53J, 10 was e x ~ c n d e d 1n securinc a r

1 t

way for 8 tunnel snd

ub 8Y tro:n t he street. slal l n

to

• p llnt :)n Verm,nt

Ivenue,

fr,m

whiCh

p ~ l n t i t . ~ 8 p r ~ ~ 8 c d t run surface

11ne

to ¥lnoyard

stoUon. This

aum

f lI?ney provided sb>Ut

BO

of the

required r icht

w

y. procent y l ~ n 1s to run the

tunnel

to ryland street ~ v

the

same

r icht of

way

_0

will

be uecd by the tunnel

to

the

north.

an

fr1s

thot

p ~ l n t to c1ntlnue westw.rd to

V e r ~ , n t

:venue,

The prob8bl

leneth of this

tunnel

_i l l be 8 out two and one fourth ~ i l e s . 7he

prober.le

coat, based

on

the

lrlhern tunnel

est.1 ~ t e

wl11

be 4,160

includin

the required c ~ n s t r u c t i o n from tho

western

cnd

of

the

tunnel

to the

V\ns

J

~ ~ atelton c ~ n n e c t l o n .

(c)

Pacific

Electric

Pailway

~ l e v a t e d

Structure.

In

the two plans inveeti&ated by the ra11road C o ~ i s -

alon but

not

r e c ~ m ~ e n d e d that l s the ~ o u t h e r n PacifiC Plan and

the ~ 8 n t a

Fe Plan, provision waG

~ a d e

tor

th Pacific ~ l e c t r l c

Railway

to construct ~ n elevated structur6 e ~ s t from the

~ a i n

s treet

et

Lion to the banks

of

the Loo Aneele. I. i

ver

snd from th re n

Brooklyn

~ v e n y e to meet present

l ine

part

elevated

and part surface

tracks. In the Sout

ern

Pacific

Plan

this structure was e 8 t l , a ~ e d t

COBt

9 ~ 2 . 4 ? 3

nd ill the Sente Fe 71an. to oost 9 .633.

neith

ci l, : ,81°(> 1 1

5

. e

,J.oeu

t he coot

WOilld

pr..:Jblllbly

be

InCL e

A

sed

to

e ~ ~ e s t an t and for

ei ther

len _ u ld rrobah ly be

8 b ~ u t

· l . O O . ~ O .

r ~

~ l x l h

and -lamed.

s treets to

~ ) u r t e c n t h

Bnd

lameds streets a

d,uble

trAck elevated

truetare

w j ~ l d b ~ l l t . ?rJm otner e B t l ~ o t



•

•

Drepared

by th e Rallroed COlltJl1ssion the probeble co at would be

836,000. The t t e l

c o s t

o f th e elevated e t r u c t u r e would therefore

be D r ~ ~ a h l y · l ~ 3 6 O O .

d) Spring

S t r e e t

SUbw y

The

Spring 5treet Gub • •

y, s planned would run trom

-leventh I:nd

Spring

Streets .

north

810ng

Spring

ztreet to f a1n Stre

And

then

north l ~ n g 1n rtreet to • point near the n ~ r t h s1de or

th e

plaza.

~ a i n S t r e e t , f r th e

Junction

With

Spring

~ t r e e t to th e

~ l a ?

i s

ninty

f e e t in width. The

side

welke, n t h i a aa

p o r t i ~ n

o f fain Street a re f i f t e e n f e e t

in

a1dth. Thue th e

evellable

width

tor BUb • •

ys d sewers, sixty

teet . ~ l x t y

r e ~ t

. u ld

be amr.le

room

tor two

Bubways and

the neces8ary

sewera and

c ~ n d ~ l t 8 T h e r e r ~

by

b u ild in n the subway

along

the wost sid e

o f

a in

S t r e e t , f ro

~ p r l n g

rtreet

the Plaza, the plAn would not intertere with

•

subway t h a t might

le ter

be n ec es se ry a lo ng Yain S t r e e t .

Chief

3nginser ~ s b o r n e of the Los

Angeles

Board o f

Public

Uti l i t ies

hss

~ s t i m s t e d

the

co st

o f

oouble

t r a c k

subway

c , n -

struct1 n. including

the nec es sary

m ~ v e m e n t and replacing

of sewera

and con du its, to he between 285 and 318 per l inear toot . Us1ng

th

lareer

o f

the

two est imates,

the

coat

t

the proposed subway would

be

1,6 32,000.

~ l x

subway

stat ions pould be

p r ~ v l d e d

tor at the

r ? l l ~ w l n g locations;

junction

t Spring

end ~ a l n

S tr ee ts , F ir at ,

ThIrd,

Fit th . ~ e v e n t h and

Ninth

and

Spring

Streets . Yr. B. J.

f t n l ~ l d

In

h i. e 8 t i ~ 8 t e 8 t such atatlons

In the

Chic8go 8 ~ b w 1

rep?rt. , eattcated

t h e ~

to coat 51,010. These reports were ~ 8 d e

BeY

rR l

y e ~ r s

~ £ o and

the

Saa8

type o f

structure. 1n Los tngsles ,

to d8y,

,,: ald.

pr, lhsbly

cost

75, ):) ).

Uaing

75,

0

lI8 the

cost

or



•

ench station tho

t t e l

w uld bo

450 00.

The total cost

o f the

subw would therefore be ab ut

~ 2 , 1 3 ? , O ) ) .

e) idening

o f

~ e c n d

S t r e e t .

The preeent width

o f

~ e c o n d S t r e e t ia aixty fe et in

cluding twent

f

u r

f e e t

o f

sidewelks.

The

plan

ia

to

~ i d e n t h i s

a t r e e t to a

t t e l

Width f eighty-four feet by arcAdlng the

sidewslk

Thia

would

pr,vide

s t reet o f s ix ty

f e e t Width for

vehicular t r A f f i

and

the

name

. m ~ u D t

of

sidewalk antee

as a

now

n

vee

between

Hill

end Sen Pedro

streets

S e e r e t a r y C o n 8 u l t . n ~

ihltn811

or

the

City

Planning

C,mmiesion

roughly

e st im at ad th e

coet

f

e n s t r u e t i o n o f

th is .a rk

to

e b u t

~ 3 , ) O . , ) , ) O .

f) -idening o f Ninth

S t r e e t .

t

the

p resen t

time

Ninth S t r e e t

varies

in width f r o ~

aixty

to eichty f e e t . The p resen t i d t h . with the

s t reet cera

remov

ed .auld prohably

surrlce

t ~ r the near tutare but with the exp -

sian

o f

the

r eta il d is tr ic t toward

the

south the value

o f

t h i s

pro

perty

w i l l

increese

rapidly. In a few ye rs i t

w i l l

become

imperativ

to

widen

Ninth Street

nd

improve fo r

the

e n t i r e l en gt h w it hi n

the cIty

1 1 m l t . ~ For

this r e ~ 8 ~ n

the wldenlnr.

a h ~ u l d

be d1ne

. o ~ n

~ 8 possible.

Several estimates

t r the

w1denln8 or Ninth ~ t r e e t

between

Figueroa nd the

Los ftngeles

f iver have

been mpde In an appr

imate we

nd

reported in the newspapers.

the

oversge

o f

these s s

tlmqtos

10

~ u t 400 000.

new bridge

wos proposed by the Pailroad C o ~ ~ i s s i o n

t?

replnce

the preDent

wooden

8 t r ~ c t u r e

now

croBlinc

the Los

ftngeles

R i v r

t

Ninth S t r e e t . The present structure is

only

16.4 f e s t in

Width and without sidewalks and is a poor condition

o f

r e p o i r .



91

the time the other features o f the traff ic plRn

h ~ v e been

com

e

Dieted

replacement wl11 become

neces98ry

and

for

thSl

resson

sh.ould

be c ~ n B l d e r e 4 as

part of theplan. The REtl1roRd Commlss1Jn

8

88-

t l m ~ t e was tor

8

reinforced concrete

structure slm118r

1n design to

the

bridge

now

Seventh Street .

The cost

waS placed at ~ 4 3 6 J 2 5 5

The

total

estimated

cost or the Ninth Street construc

t ion provided to r

in

the plen to r the p re s en t uld be 836,255.

8)

Totel Estimsted Cost

ot

Construction.

e) Pi8ueros Street Tunnel -

b) Pacific Electric Reil

• •

y

Tunnels-

c) Pacific Electr ic

Reil.BY

BlevBted

S t r u ~ t u r 8

d)

Spring Street Sub BY -

e) Widening

of

Second

Street : -

t

Widening

ot Ninth St ree t

230,000

4,160,000

1,836,1)00

2 132 OOll

310,000

836,255

T T L COST

OF

C STRUCTI N

9,494,255

B. DiscussiDn o f Plan

The

plan

reduces,

Blightly, the

number

of street cera

on

B r o a ~ w a y

and

~ a l n

street

Etnd

entirely removes the

PacifIc Electric

t r ~ l n G

rrom

the streets or the business distr ict .

The

street area

ava ilable f or vehicular

traff ic would

be the

B ~ m e 88 at

present on

BroDdway

and ain

Street, nd

greatly

increased on 5pring, qi l l end

~ i x t ~

ctreets The

= p a r ~ n g

or Fifth

etrcet to the

west

. uId pro-

b ~ b l y decrease the

volume

of vehicular traffiC ~ n Seventh Street

west

of

Spring Street by 8 very

c ~ n i d e r b l e m ~ u n t

Sixth street

being ~ p n to

eastward trAffic

would do the same for tho pert

Seventh

Strest east of

Spring

5treet . The widening nd l ~ p r o v e m e n t



or Ninth ~ t r e e t

w ~ u l d

aloo

rel ieve

~ e v e n t h ond

Eighth streets

on-

sidering the

plan ~ r o m an o p e r a t i ~ n standpoint. w uld

probably

rel ieve

s e r ~ u B

eongssL10n

or

t r ~ r r l c for

neveral

years to c o ~ e

Eventually

~ o r e

s treet

car

sub ays

and

la pld tr An si t

11nos

beco38

neceaaary.

Thia plan

would

f i t

~ e l l into an y ~ t u r e aystem o r ra i l -

ays snd thr1ugh bQulevards ~ ~ Y

b e c o ~ e

necessary

he

c09t or

the

plan

18

lsrg8 but 88

c ~ ~ p ~ r e d

to

th e 108se

t b a t .ould be slic1nated. th e plan

is

very

econ lca l Tho l a r g e a t

part

or the expense a s in dica te d by the 8stlmRtes

tresenled

would

ta l l

upon the ? a c i ~ i c

~ l e c t r i c

railway

C o ~ p a n y ~ t

the

present

time

the

income

J f

th is company would p ro bably not w arren t an y such

c a p i t a l investment. r u t i f the problem

i s

attock in the rig h t manner

a

olan

to s ub sid iz e i t

c u l d probably

be devel ped. t w uld pro-

bably morc

than

pay

the

City o f o Aneeles

to

pay tho

PacifiC

E lectric Railway C 4pany the i n t e r e s t on the eXCesS c a pi t a l put

into such

development over

and above

the

a m ~ u n t t h s t c ~ u l d j u s t i ~ i a b

be

e xp en de d b y

the

company

a t

the

present

time.

C Rec mmendations I ~

ediato

A c t i ~ n by the City.

At the proGent timG the City

Charter o ~

Los ftngeles

doee

not

p e r ~ l t

the building of subways

~ r elevated

railway structures ~ n

public property

by

prlvste

c a p i t a l .

The City should amend

i t s

Charter a t

onee

to perroit the

PaCifiC ~ l e c t r l c

~ a l l w a y Company

a t

le s t to pr ceed on the C jn sl u ctlo n pr1gras i t has already ann uo-

oed and pave

the

way

t

future devel?pment along the SL»e

11ne

Steps Should b e takon 1

ediately

toward the p r m t l n o ~

the a c l ~ i c E lectric Railway tunnel on the l i ne to Vineyard s t a t i o n .

Detailed

deaigns en d

eetlmstes should be

made o f the

stru ctu res outlined In thiS l ~ p o r t t o r purpose a

o ~

comparison

with

other plens

t h a t may be suggested.



•

P u b l i c i t y s h u l d be

given to

the genel al pr blem

n plen

offered 8

that

wh n

h

time c mes

tor

t people to decide uoon

the

ection

to be taken thoy

will

o so

with

in tell ig en ce an d w

u

mderstanding

o f

wh t

they

are d ing_



I L I ~ R f t P H Y

1 . nnualReports

Board of Public Uti l i t ies

City

of Loa

Angeles

2 . Joint PAssenger

Station

Loe J ~ e l e a and Sal t Lake Railro d C o ~ p a n y .

Southern

Pacifie Company

Pacific

Electric

Railway

Company

Railroad

Grade

CroBsing

end

T e r m l n ~ l Investigation

Los Angelea

California Railroad

C j a ~ l B 8 1 o n Engineering

Department Richard S chso Chief Enginecr

Report on Hollywood Rate Case

California

Railroad

C o m ~ 1 8 s 1 o n .

5

Report

on Rerouting

of

Street

Cars

of

Los

Angeles

Board

of

Public

Util i t ieo

City

of

Loa

f t ~ g e l e

••

6. City Transportation Chicago RallroBd Terminals

n

Subways B

Arnold

7 Report on tho Engineering and Operating Feature of the

Chicsgo Transportation

Problem

B J Arnold

8.

Report

on

the

R e 9 r r a n 8 e ~ e n t

and

Development

of

the

SteaM

Railroad Terminals of the City of Chicago

B Arnold



MAP OF

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CITY 0:1 U ~ A i E L ~

c ~ u m R S

-



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U C B E R K E L E Y L I B R A R E S

1 1 1 1 1 1 1

C 8 9994

RETURN

Harmer E Davis Transportation Library

TO :

nstitute of Transportation Studies

412 McLaughlin Hall

ALL BOOKS MAY BE RECALLED

Overdue books are subject to replacement charges.

Renewals may be made by email to:

[email protected]

or by phone: 510.642.3604

DUE AS STAMPED BELOW

ITSL LL

JU N 2 5 2 n10

UNIVERSITY OF CALIFORNIA BERKELEY CA 94720

1922 Study Plan Relief Street Traffic Congestion La

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Transcript of 1922 Study Plan Relief Street Traffic Congestion La