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RR SS
I
Ludy a
mi PIO*
R
he
Street
Traffic. Caw'
lesNolt 4 'kw eil),
s
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LI R RY
NOV
9
U V U ~ S T Y
or C Uf ORNI
U TlTUT[
f T A H ~ P ( l A f A . T . O
HD
1ft ,r,:,- (NI;IHh.RING
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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.
•
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•
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
•
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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
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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
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•
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
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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
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•
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 •
•
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•
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
•
•
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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
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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
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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
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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
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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
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.
.
- - - - - - -
•
••
\
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
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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
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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;
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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.
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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
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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
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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.
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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
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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
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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
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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
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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
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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
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~ 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.
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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
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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
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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
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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
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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
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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
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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 .
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•
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•
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•
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
•
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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
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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
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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
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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
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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
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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
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erial hotograph
of art of
the
Business Dl£trlct of
oe
Angeles
ccompany
Thesis
Of J M Terrass
May 1922
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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
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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
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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
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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;
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•
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
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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.
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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.
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•
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
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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.
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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.
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•
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
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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.
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•
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
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•
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.
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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.
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•
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.
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•
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
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•
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 .
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•
~ 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.
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(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
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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
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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 .
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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
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•
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
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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
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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
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•
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
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•
•
•
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
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•
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.
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•
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
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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
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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
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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
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•
(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
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•
•
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
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•
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 .
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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
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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.
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•
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_
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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
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MAP OF
TURTTOItY A I If.Jilm
CITY 0:1 U ~ A i E L ~
c ~ u m R S
-
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N t e ~
The
s / N d ~
fwhm
of
t .p
o fhliJ
r r ' t 6 ' ~ f ~
d / ~ ' n l t
cftbe
ZQ Thr d.-rltrr pt;r t c
fllpfuuh
Nf 1
d l
I
ICC
Tht:
IIrra of
th e IfZO d 3ff l f
Z.6
f lmesu IIIrfe
t /901
IIUfrtl
MA P
No 2
l 3AN6ELr
oll > l<n.>
J9 ANO 9l
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..
; ; _.. ..
..
MAPNo6
UN ON
PASSE :C ;A T
_ Ub
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)
UN ION STAT ION
LO S N G
SCALI
o
_
_
MAP
•
- -
.. <
-
LEGEND
lJolMC llATE
CONSTJltJCTIOH
CHTUtE1I'f:1If AN(NT
lJ oIlT
I_CI)IA,TE
p r
L CONSTIlLICTION
orPOlIl tAl tH T l.'oIIT
_EDl TE BUT T:£MPORAAV CON5TR lJ ;TlON
Ul...TlMATt: CONSTRUCTION
OIV1S10H5 IlCTWEUi SECTlOHS
.
__
•.•
•.
__ ..........
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MAP NO B
SOlJTHERN ll C1F1C COMPANY
.
- .
.. : ..
: -
:- -
JOINT
~ A f : N G f : F 1
Tf:RMlNAL
+-
LOS
ANGf:LES
SALT
lAKE: RAILROAD
COMM
LO S
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..
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--------..
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J
J
_1_<01
..
nA110M
l
;:;
:
•
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N ~ h
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t::::5--'§J
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~ = = ~ ~ . : : 1 : :
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•
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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:
or by phone: 510.642.3604
DUE AS STAMPED BELOW
ITSL LL
JU N 2 5 2 n10
UNIVERSITY OF CALIFORNIA BERKELEY CA 94720