1945 Downtown Los Angeles Parking Study

8/20/2019 1945 Downtown Los Angeles Parking Study

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D OW N T OW N B USIN ESS M EN 'S A SSO CIA TIO N

o f L O S A NG E LE S

NEIL PET REE , Pre side nt

Presidl'lnt, Barker Bros. Corporation

WALTER H. ROLAPP, Vice President

V ice Presi dent , Paci fi c M u tu al L if e In su rance C o.

FR AN K SI MPSON , J R ., Vice President

Chair m an, Savo y H ot el C o mp an y

A. L. LATHROP, Treasurer

Vice President, Union Bank & Trust Co.

W . J . B R UN M AR K , C h ai rm an o f t he B o ard

Vice President, T im May Company...".,

B. O. MILLER, Vice President

Presi dent , W . I. Hollingsworth & Co.

W A LT ER J . B R AU NSC HW E IG ER , C h ai rm an Fin an ce C o m.

Vice President, Bank of America


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GEORG~ O'BRIEN

1 -

E. E. DUQUE

Chairman

T. E. IVEY, JR.

Chairmon

BARNEY C. SLAVIN

PORTER BRUCK

C. R. KNAPP

FRED S. HILPERT

GEO. J. O'BRIEN

Chairman

JAS. L. BEEBE

Chairman

C. A. RUDE

Chairman

W. J. BRAUNSCHWEIGER

Chairman

WALTER J. BRUNMARK

ROBERT L. McCOURT

EUGENE P. CLARK

WM. H. SCHUCHARDT

FRED KERMAN

Chairman·

" " " '

A. H. ADAMS STANLEY LANHAM

LLOYD ALDRICH H. O. MARLER

CHARLES B. BENNETT C. E. MORGAN

S. V. CORTELYOU

RALPH T. DORSEY J. D. NAILOR

A _ •••• · E. E. EAST FRED C. PATTON

WM. H. GORMAN JAS. L. RON NOW


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B u s i n e s sD i s t r i c t

) 1 I I BusinessDistrictPar k in g Ar ea

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L. G. FREEMAN

P. B. HARRIS PRESIDENT

LO :> A NG E L E S R A i lW A Y C O R P O RA T I O N

P R E SI D E N T A N D G E H ER A L M A N A G ER

H ARRiS & : FRANK

U R BA N S . HI RS C H. S R . PRESIDENTH I RS C H M E R CA N T IL E C O . ( FA M O U S D E PA R T M E N T S T OR E )

S I D N E Y H O E D E M A K E R P R E S IDE N T . PIG 'N W HISTLE

WILLIAM A. HOLT FIRST ViCE PRESIOENT

BULLOCK'S , IHC.

W. A. INNES PRESIDENT. INNES SHOE CO.

H. D. I VEY PRESIDENT

C IT IZ E N S N AT IO NA L TR US T & : SA V I NG S B A N K

W. H.lOLLlER MA NAGER . T A X. RE AL E S TA T E A N D CiViC

PU B LIC RELA T IO N S . F O X W E S T C O A S T T H E A T R E S C O R P .

BARON LONG PRESiDENT, B IL T M ORE HOTEL

A . M A CC OR QU O D A LE V IC E P RE SID E NT A N D G EN ER AL

M A N A GE R , F IF T H S T RE E T S T OR E

S. F. MACFARLANE ATTORNEY-Ai-LAW

JA M ES R . M A RT IN SE CR ET AR Y A H D T RE ASU RER

C E HT R A ll H VE S TM E N T C O RP O RA T IO N

TO M MAY V i C E P R E SI D E N T . T H E M A Y C O M P A. NY

A. T. SCHABER

J. W. SCHNEIDER

J. M. SIEROTY

P R E S IDE N T , J. W . R O B I N S O N C O .

E X E CU T I V E V I C E P F l ES I D E NT

E A S T E R N - C O L l JM BIA

GEORGE S. STROUD

W. E. TEAGUE

P R E S i DE N T, S ILVERW OOD'S

V i C E P R E S ID E N T A N D M A N A G E R

L O S A N G EL E S U N I ON T E RM I N AL , I N C.

G E N E RA L M A N A G E R

T H E C I TY M A R K ET O F L O S A N G E L ES

T H E O . J. V A N D E K AM P F IR ST V iC E PR E SID EN T

V A N D E K A M P 'S H O L LA N D -D U T C H B A .K E R S . I N C .

W. TER J. BRAUNSCHWEIGER

CHIOR MA N. FINANCE COMMITTEE

vi C E P RES ID E N T . B A N K O F AM E R IC A

DOWNTOWN BUSINESS MEN'S ASSOCIATION

590 SUBWAY TERMINAL BUILDING • 417 SOUTH HILL STREET • MICHIGAN 121 3

Los ANGELES 13, CALIFORNIA

TO THE PRESI DENT ANDBOARD OF DI RECTORS:

The f ol l owi ng r epor t of t he Par ki ng Commi t t ee of t he , Tr anspor t at i on Depar t ment i s submi t t ed t o t he Pr esi dent

and Boar d of Di r e ct o r s i n t he hope t hat i t wi l les t abl i s h cer t ai n bas i c f act or s i n t he s ol ut i on of t heaut omobi l e par ki ng pr obl em af f ect i ng t he Downt own Ar ea.I t i s bel i eved t hat t he f ac t s c ol l ect ed and pr e sent ed i nt he r epor t wi l l hel p t he As soci at i on t o devel op andpr e sent f r om t i me t o t i me t o i t s member s and i nt er es t e dgover nment of f i ci al s, pl ans whi ch wi l l pr ogr essi vel y

meet t he gr owi ng need f or mor e and bet t er par ki ngf aci l i t i es i n Downt own Los Angel es.

On l at er pages of t he r epor t we have endeavor ed t o gi ve due

c r edi t t o t hos e t o whom we ar e i ndebt ed f or much of t hei nf or mat i on her e af t er s et out i n t e xt , c har t s and maps ,but we f eel t hat speci al ment i on shoul d be made her e of t he gr eat assi st ance gi ven us by t he Regi onal Pl anni ngCommi ssi on of L os Angel es Count y and i t s st af f whopr ovi ded i nf or mat i on secur ed by t hem i n a compr ehensi vepar ki ng and t r ans por t at i on s ur vey of L os Angel es

Downt own Ar ea i n 1941. Wi t h t he hel p of t hi si nf or mat i on i t has been pos s i bl e f or us t o det er mi ne t hegener a l c ondi t i ons af f ekt i ng par k i ng as t hey exi s t edbef or e t he changes i n busi ness and aut omobi l e uses

br ought on by t he war had occ ur r ed. Fr om t hi s bas i cbackgr ound est i mat es have been made t o cover t he par ki ngneeds of t he pos t - war f ut ur e .

Thi s r epor t i s not pr esent ed as a sol ut i on of t hepar ki ng pr obl em, but q~ a c ont r i but i on t o t he s ol ut i on

whi c h mus t be f ound by c ont i nuous ac t i on and s t u dy. Tot hi s end cer t ai n r ecommendat i ons f or i mmedi at e act i onand f ur t her s t udy ar e pr es ent ed.

PARKI NG COMMI TTEE

Wal t er J . Br aunschwei ger , Chai r manEugene P. Cl ar k

Wi l l i am H. Schuchar dt

Car l Bus h, Di r e ct or of Tr ans por t at i on. , j

ORGANIZED FOR YEAR-ROUND

C OO PE RA TIVE P RO MO TION A ND

P RO TE CTIO N O F D OW NTOW N

B US iN ES S A ND P RO PE RTY.


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PAGE

Down town Los Angeles 5

Transportation Facilities - 5Parking Requirements 5

Parking Habits - 9

Parking Facilities, 1941 9

Types and Location of Parking Facilities Studied 11

Improvements in Parking Service 13

Improved Validating Service 13

SECTION TWO -location of Parking facilities

Redistribution of 1941 Parking Facilities 15

SECTION THREE- Operating Costs

Operating Cost Distribution 19

Parking Cost Tables 19-21

Present Parking Rates 21

SECTION FOUR- Possible Solutions

Permanent Solution -

Recommendations for Immediate Action

Recommendations for Future Action

f L IST OF PL A TES

PLATE

I

IIIII

IV

V

VI

VII

VIII

IX

X

XI

XII

XIII

TI TLE

Downtown Los Angeles

Downtown ZoningBuilding Heights and Construction -

Cordon Traffic Counts

Origin of Parked Cars

Proposed Freeway System -

Parking Facilities, 1941

Pedestrian Traffic Flow by Hours

Pedestrian Traffic Flow, All-Day

Ideal Distribution of Parking Facilities

Practical Distribution of Parking Facilities

Photograph, Downtown Parking Lot '.. -

Sketch, Improved Parking Lot

PAGE

2

46

7

8

8

10

12

14

16

17 "•

18

20


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DOWNTOWN

The name "Downtown Los Angeles" has for many years been

applied to that portion of the city which is bounded by Sunsetand Pico Boulevards on the north and south and by Los Angeles

and Figueroa Streets on the east and west. This area is approxi-mately 9,600 feet long and 3,400 feet wide. Within it are lo~ated

the city's largest retail stores; the principal offices of the banks

and other financial institutions serving Southern California; and

the Civic Center, in which are located practically all city, county,state and federal administration buildings.

Downtown Los Angeles is the geographical center of the population of Los Angeles County as determined by the 1940

census. The population of the county as of January 1, 1945, is

reliably esti!Uated to be 3,375,150.

For convenience in preparing this report, the Downtown Areahas been divided into five districts as shown on PLATE 1. They

are as follows: Downtown Business District comprising the city

blocks in which most of the major stores, financial headquarters,and modern office buildings are located; Civic Center Building

District as adopted by the city and county; the Hill Districtwhich, by reason of its location and an average altitude of onehundred feet or more above the remainder of the area, is an

important factor in the parking problem; and Parking Districts

for the Business and Civic Center Districts.

The Parking Districts have been so designated because theyare naturally located where they will best serve the active Busine%s

and Civic institutions, and because they contain comparativelyfew important buildings or businesses. Many vacant lots, inex-

pensive buildings, and generally lower property values make it possible to locate within these districts parking lots and garages

which will adequately meet the demand for low- and medium- priced parking accommodations, while centrally located garates

offering higher priced services can be located within the Business

and Civic Center Districts.

TRA NSPORTA TION FA CIL ITIES

As the original business center for the area now known as

Los Angeles County, Downtown Los Angeles has through the

years been the natural center of public and private transportation

serving the county. Local and interurban street car and bus

systems cover the county with a network of lines which can

LOS A

furnish excellent transportatiol

most of the countyls populatiogiven the area within a five-mile

District.The street and highway syst

ally center in the Downtown A!all r~gularly employed men an

miles of the Area work at locatilat points from which a direct

through the Area, while shoppe

portation desire to reach the Icause it offers them the ample 1many large stores and spe


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L E 5 PARKING S T U 0, Y

owntown Los Angeles for ticular ly good coverage is

of the Downtown Business

the city and county natur-

cause a large proportion of en residing within twenty

thin or near Downtown or

from home to work leadsng automobiles for trans-

own Business District be-and shopping facilities of

s in one compact area.

traffic had, by 1942, taxed city and county almost to

don counts made at pointsOctober, 1941, shown on

tremendous flow of auto-

town Area under pre-war ·

E TWO

geles Area as described inup the Downtown loop are .,:posed public buildings arei ',!rict, and streets north of

p·)sed by the city engineer.

e graphically the locations

n relation to the Business

E 1:0UR

pat7king problem, PLATEwn Area, was prepared. Itr manufacturing automati-

ather closely to its present

outh, while the Hill Districtorth.

GE SIX

hts 81ldtype of construction,

of considerable value in de-ation of parking spaces. No

e this ma p was prepared by

To meet the insistent demand for highways to serve the

traffic needs of this and other areas throughout the State of

California, a system of freeways is being projected and planned by state, county~ and city engineers. The chart map, PLATEVI, shows the general plan of freeways designed to serve most

of Los Angeles County. Completed freeways and those proposed

for immediate post-war construction are indicated.

The importance of completing the freeway system as rapidly

as possible must be apparent to everyone, but the completion of

even the units proposed for immediate post-war construction will present a new parking problem in the Downtown District which

must be solved if traffic is to move freely and economically.

PLATE Ishows the approximate location of the freewayloop which it is proposed to build around the Downtown Areaas a part of the county-wide system shown on PLATE VI. The

importance of this loop will be pointed out in later paragraphs.

The proposed freeway construction will not only serve the

average automobile user, but will also provide means for rapid . bus operations between all points joined by the freeway system.

Steps are now being taken to provide necessary legislation whichwill permit selling franchises for bus operations on terms which

will collect from the bus operator a fair share of the construction

and upkeep costs.

Everything possible should be done to take full advantage

of the possibilities of Public Transportation, and much may bedone to make it more attractive to prospective customers of the

Downtown District; but proper provision must be made for the

automobile user if the District is to get its fair share of the

increase in business which will qevelop in the post-war period.

The problem of providing "terminal facilities" for automo-

biles in business districts is so common and so thoroughly known by everyone familiar with business development that no lengthy

statement is required here to p'rove that a successful businessdistrict in Southern California must provide ample, well located,

reasonably priced and permanent parking facilities for those who,

through necessity or preference, use their automobiles for busi-

ness transportation.

The business men and business property owners of the Down-

town Business District should see to it that adequate parkingaccommodations, including a liberal ticket validating service

provided by stores and offices, are made available to all who may

wish to come downtown by automobile. •~(Continucp: on Page Nine)


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~I S T ST .

I j,.P A R K IN G S U R V E Y

L O S A N G E L E S M E T R O P O L I T A N A R E A1941

E N G IN E ER I N G D E P A R TM E N T

" A U T O M O B I L E C L U B O F S O U T H E R N C A L IF O R N I A

\ P O R TI ON O FL O S A N G E L E S B US INE S SD I S T R I C TSH O W IN G

L O C A T IO N A N D T Y P E O F B U I L D IN G S > -

«S CA LE I N F E E T

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(J) Cf)

DCONCRETE CO

E3 WOOD FRAME G GASOLINE SERVICE STAT I ON

DIM ENS ION S ARE APP ROX IMA TED , AND C L ASS - - I S DETERMINED BY OBSERVATION . -------------------ST . TUNNEL ST.

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A N D L O S A N G E L E S S T R E E T S .

I N F O R M A T I O N S E C U R E D A N D

O R I G I N A L M A P P R E P A R E D B Y

R E G I O N A L P L A N N I N G C O M M I S S I O N

O F L O S A N G E L E S C O U N T Y .

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• M O N T R O S EII

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A D D I T I O N A L W I T H I N 1 0 M I L E

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P A R K E D I N T H E A R E A B O U N D E D

B Y P I C O , F I G U E R O A / S U N S E T

A N D L O S A N G E L E S S T R E E T S .

I N F O R M A T I O N S E C U R E D A N D

O R I G I N A L M A P P R E P A R E D B Y

R E G I O N A L P L A N N I N G C O M M I S S I O N

O F L O S A N G E L E S C O U N T Y .

T R A N S P O R T A T I O N P L A N N I N G

P R O J E G 1 9 4 1 .

N O T E :-

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S H O W N T H U S - ~ \ \ \ , , ~

C O M P L E T E D P A R K W A Y S • • • • • • • • • •

P O S T W A R C O N S T R U C T I O N - - - - -

• L O N G B E A C H \ ,

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18/47

D- 0 .W, N TOW Nt

A large proportion of parkers are willing to pay and accus-

tomed to paying their own parking costs. For these groups de-scribed below it is only necessary to see that they are furnished

adequate facilities, properly located and at reasonable and stable

parking fees. There are, however, a considerable number whoexpect, and will demand, free parking if they shop regularly inthe District.

Careful studies have been made to determine whether park-

ing needs can be broken down by groups as a guide to a solutionof the parking problem affecting the Downtown Business District.

It i~ apparent that the following groups require different

serVIces.1. The all-day parker. Owner, employer, executive, government

official.

2. The all-day parker . Employee or other person requiring low-

cost parking.

3. The short-time parker. Executive or salesman type, visiting

banks, brokers, stores, professional offices, etc.

4. The short-time parker. Visiting governmental offices.

5. The short-time parker . Visiting stores, shops, professional

offices,etc.

6. Theatre and hotel customers.

LOS A N

two blocks in many cases. r least one hour, pr e'f ~rably f

Members of group 5 pre by any parking plan that ma

are the best customers of Doat one time, handle their m

generally buy the better gr:hand, they are in a position t<

any time they are dissatisfie

PLATE IV

PLATE IV, showing gralmade around the outer bouOctober, 1941, is of particustudies of parked-car traffic I

It also is interesting and ( point of freeway locationand

The purpose of a cordonvehicles entering and leavinriods of the day by way of from north, south, east, and,area at any time of day is ir

in the center of the chart.The accumulation at any

cars: those which are passinghave parked for all day or f

It is believed that much ojarea throughout the day ,system is even partially CO]widened between Figueroa a

Members of group 1 either have private parking furnished

them or are willing to pay from $10.00 to $20.00 per month per

car parked, depending on location and service. Ticket validationsare not necessary for this group.

Members of group 2 wish to get parking as close to thE jirwork

as possible, but at costs of about $3.00 per month. Ticket valida-

tions are not usually required for this group.

Members of group 3 desire parking in the center of the dis- PLATES V AN

trict, usually, and are willing to pay high rates for periods of PLATES V and VI are M eone hour or even less. Charges of 25c to 35c will be paid by many mation furnished by the Reg:in this group for short-time parking if the facilities ar~ located a survey of 111,000cars park ,within a few hundred feet of the parker's destination. Ticket ing facilities within the Do,validation i~ seldom necessary. October, 1941. PLATE V Sh

and masses, the points of 0'Members of group 4 desire parking space in or near the Civic route which would logically

Center, for the most part. Ticket validation is unnecessary. Downtown Area. On PLAThas been overlayed to sho

Members of group 5 are typical shoppers who can and will parked-car operators could go where parking and other services seem most desirable. About built at that time. These traf 80% are women, a large portion of whom desire to shop for at with J.tfapsor figures coverill

least two hours. Parking space near severallarge'stores is desir- sent only those cars parked able for this group. Ease of getting to and in and out of the ~ 4 > cen~ of these cars originated parking lot or garage will offset 'the necessity of ... •wa!k jng. one or , " within the 10-milecircle.

~- '. , " • J.. • l,t (4 A

\ ' " ' # -


19/47

E L E S PAR' KIN G STUDY

validation is expected for atonger period.

he chief problem to be solved roposed. On the average, they

wn Businesses. They buy moreckages to a large extent and

of merchandise. On the other their business to other centers

h either traffic or parking con-

Y _the results of cordon counts

es of the Downtown Area interest in connection with theES V and VI.

mely important from the stand-n.

is to determine the number of area during the various pe-he streets serving the districtThe number of cars within theed by the accumulation curves

is made up of two groups of \;;:nthe district and those whichrter periods of time.

raffic now passing through theo around when the freewayed and Olympic Boulevard iss Angeles Streets.

-PAGE EIGHT

rts prepared by us from infor-

Planning Commission coveringthe curb and in off-street park-n Area on an average day iny the width of the black linesof these cars and the generalollowed by them to reach the'the proposed freeway system

roximately how many of the.used freeways had they been

charts should not be confused utomobile traffic. They repre-

e Area on one day. Sixty per

the five-mile circle and 86.9%

ditions. As a whole, they demand free parking, which must be

furnished or they will go elsewhere.

Members of group 6 are willing to pay comparatively highrates for evening or all-night parking. If a garage can be located close to first-class -hotels and a busy opera house or legitimate

theatre, the evening and night business can be counted upon to

pay a considerable portion of the fixed costs, as illustrated on page 19.

A careful adjustment of parking facilities between these six

groups should be worked out which will provide each of the

groups with locations, services, and prices that will satisfy thegreatest possible number.

PARKING FACILITIES 1941

Present parking facilities in the Downtown District are theresult of natural competitive business development. Parking lot

operators have been quick to sense the locations in which parkingfacilities are needed and have increased . or decreased the park-ing space offered at various points, in accordance with changing

business conditions affecting automobile use, to the extent that

building and land values would permit.

The result of this development is shown by PLATE VII,which indicates the blocks in which public parking in open-air lots

or garages is offered, and toe number of car spaces provided ineach block . This information, compiled by the Regional Plimning

Commission of Los Angeles County in 1941, has been checked .and found to be practically the same today. It shows 39,460 spacesavailable within the Downtown Area and approximately 7,885

additional spaces facing on its outer boundaries.J

On an average business day in October, 1941, a check of allcars parked in these parking lots and garages was made. Thischeck showed that the greatest number of parked cars in thespaces within the Downtown Area at any time on that day was

31,713, leaving a theoretical surplus of 7,747 spaces. The totalnumber of cars parked in these off-street facilities during theday prior to 6 :00 p.m. was 83~534. Of these at least 12,271 parked for the entire day. These all-day parkers used 31% of all thespaces available within the Downtown Area.

Of these 12,271 spaces used by all-day parkers at least 4,747spaces were in parking lots or garages most desirable for short-

time parkers in groups 3 and 5. Had these spaces been used for short-time parking to the same degree that other spaces in the

same lots were used, 12,418 additional short-time parkers could

have been served. Based on 306 business days per year, 3,799,908

additional downtown customers could have been accommodated.' I


20/47

r------------------ ...----

I~ I I~I~-----'IL/-

\~ 1===1:;\--1 DOIJ II II II II I

J II I

i[J!I I: I

:DJI ~II . : 1!~ iiDII

!II

. ... ..... .. .. ... ...

RIVERSIDE""""""""""'''''''''''''''','""":,,,'T'', .•.•...,...-.",,,,,,,

STREET

~E-=STREE TE·_··--··--- _ . _ ~~-----

STREE T

E

PA R K IN G A R EA SPu b lic a n d p r ivat e, o p e n a i r a nd in Q ar aQ es

SC' A L E

o200

C A R S PA C ES

o 300 600

III I I I I I• •

1000

CA R SPACES


21/47


22/47

DOWNTOWN

While the map and above information indicate that there were

available in the area on an average day more parking spaces than

were used, it is probable that most of the excess spaces were inlots in undesirable locations which would be used only as a lastresort by business customers or possibly during special sales or other events.

The foregoing text and PLATE VII indicate that there wasa reasonable number of parking spaces available in the DowntownArea in October, 1941, to meet the demands of that period,

but it is apparent that the best use was not being made of theavailable. facilities, and careful study of present-day operationsindicates that conditions are worse today than they were in 1941.

Based on these operations and records, it may be said that thefollowing conditions are adversely affecting Downtown parking.

1. Parking space suitable for short-time parkers is used for

all-day parking to a serious degree.

2. Prices (except those under war control) are unstable and

co.nfuse customers.

3. Parking places are mostly poorly kept, are unsightly, and are partially used for minor businesses which are objectionable

in many ways.

4. Due to the great number of owners of parking lots and garages, customers are not referred to unfilled parking spaces

by operators whose facilities are completely used.

5. Service rendered by parking lot attendants is seldom upto the standards set by modern businesses patronized by parking

customers.

If the conditions above described were eliminated and only the present facilities operated at maximum efficiency, nearly four

million more customers could be given good parking service thanwere served inadequately in 1941. It should be possible, however,

to do more than correct the conditions mentioned by carefulredistribution of the parking facilities now available.

TYPES AND LOCATION OF PARKING

FACILITIES STUDIED

In the preparation of this report we have endeavored tofamiliarize ourselves with all practical means of providing space.

Among those considered are the following:

1. Open-air lots designed for self parking.

2. Open-air lots designed for attendant parking.

R Garages in remodeled structures available in the area.,4. Garages underground. . '"\' " l.

LOS ANG

5. Garages abov~e round, closethree, and four stories.

6. One floor structure above p

7. Garages with automatic hiserVIce.

8. Open-air or garage facilities business district for walking, bus or street car service thro

9. Garages especially designed a freeway in buildings deve

those in which part of the spuses. ~ ..-/

10. Garages of normal design cother normal business uses.

While time did not permit athe plans listed, the following co

1. Open-air lots designed f

twice the ground space per car th parking. Hence the difficulty inDowntown Los Angeles is that p

farther out than would be practiany considerable number of spa

nero Cost of operation is muchminimized, but land costs are at parking.

2. Open-air lots designed ----:f'

most practical means of adequat

can be had at reasonable costs aof pedestrian traffic centers.

Superimposed on the map uindicating the number of par available for use in each city b l

having less than 100 car spac blocks from left to right indidiscrepancies in the number of

to the number in sight is due

unnoticed by the casual obsearea used for parking in theBroadway, and Hill is only a

shown by the m«p. The remai

floors of ~arages. Basic inf or ning Commission .. . •


23/47

E 5 PARKING STUDY

t parking lots.

eed elevator and handling

points too distant from thee provided with free specialthe business district.

andle traffic directly from

wholly to garage use and s devoted to other business

austive investigation of all

nts will be of interest.

lf parking use I\lore thanouldbe needed for attendantking use of such a plan for g lots would be forced much

rom a service standpoint if were provided in this man-er and traffic congestion is

t double that for attendant

tendant parking offer theking, provided enough spacethin easy walking distances

GE TEN

PLA TE I are blocks in black paces, open-air or garage,October, 1941. .City blocks

left blank . Width of black

umber of spaces. Apparentes .in some blo,cks compared ge space which usually goes

or instance, the total land ounded by Ninth, Olympic,

more than half the amountmber of spaces are on upper

furnished by Regional Plan-"

As above noted, more cars can be parked per lot of given size,at least double the number possible on a self-parking lot and about

75% more than can be parked per floor of the same area in astandard type garage. Costs of operation lie between that of self-parking lots _ and the garage type of service. The publicgenerally seems to prefer open-air parking, which tends to in-crease turnover in these facilities.

3. Serious thought has been given to the possibility of remod-eling existing buildings in the Business Parking District for useexclusively as garages. Here the difficulty is chiefly that thesestructures were not designed to carry the loads which the buildingcode demands for garage structures, about 125pounds per squarefoot of floor space. There may be some buildings which can be

so used, and further investigation will be made.

4. Underground garages such as that constructed under Union Square in San Francisco offer some very interesting possi-

bilities. Where an entire block is available, thus providing accesson all four sides, a larger number of cars may be handled withoutundue traffic congestion. Building costs appear to be about oneand one-half to two times the cost of open-air or skeleton typegarages built above ground. One important advantage over other garages is the increased speed with which cars can be moved outduring the rush period. This is due to the fact that attendantscan slide down "firemen's" poles and drive the car up, while in theabove-ground type slower elevator service up to the car floorscauses considerable delay.

Underground construction on a large scale faces some diffi-. culty in disposing of the large amounts of ground excavated.

Normally, the most practical use of this type of facility would be inconnection with public property, as otherwise rates would prob-ably be prohibitive. f

5. Garages above ground are somewhat standardized and can be considered on the basis of known facts. Many garages have proved to be business failures because they were built too high,thus increasing the average time of customer waiting unreason-

ably. Best advices seem to be that four stories up or down is themaximum that should be consid~ed, and fewer stories are better in many cases. Reliable building engineers estimate that re-inforced concrete garage buildings of skeleton type four storiesin height could have been built before the war at not to exceed $2.00per square foot of floor space.

It is probable that lower costs could be secured in buildings of fewer stories. As note.d above, garages require much greater gross floor space per car parked than is required on the ·ground,hence ground costs for open,..airparking of nearly $4.00per squarefoot are approximately equal to building costs, only, of $2.00 per

square foot. When costs of operation are taken into,.consideration•(Conttnued, 9n Page Thirteen)


24/47

MID-BLOCK

P[DhSTRIANVOLUM~S

~TYPICAL WUKDAY 7:00AM TO 7:00 PM

L O S A N < C Ilt5, ' ~ ' " ( 'BU S IN E S S · D ISTR ICT


25/47

PLATE VIII

Hourly pedestrian traffic flow at blockcenters in Downtown BusinessDistrict. Compare with PLATE IX,showing all-day traffic for bothsides of street in each block.

It will be noted from the legend accompanying the map that read-ing from left to right each column

of blocks indicates one hour of time while each block in heightindicates 500 pedestrians passingthe center of the block; hence thecomplete mass of the pyramid inthe center of each block indicatesthe total pedestrian flow for thetwelve-hour period between 7 a.m.and 7 p.m., while the height of each column indicates the trafficflow for one hour only.

Note how accurately the traffichabits of pedestrians are reflected

by the hourly flowat various points.For instance, the 5:00 to 6:00

o'clock peak traffic on streets lead-ing to Pershing Square Bus Depot,the Pacific Electric Rail and BusDepot and, to a lesser extent, thePacific Electric Subway Depot onHill Street. Investigation indicatesthat a large part of the pedestrianflow to and from the Subway Ter-minal Building was not counted, dueto the fact that a great deal of traffic goes directly across HillStreet and does not traverse the

block, Fourth to Fifth Streets onHill.

Traffic on Hill and Broadwayfrom Third to Fourth, caused largely by the Grand CentralMarket, is also reflected, particu-larly between 5 :00 and 6 :00 p.m.

Tll[ RfGIONAl PLANNINGCOMMISSIONCOUNTY DrlOS ANG(l(S CAlIrORNIA

TRANSPORTATION PLANNING .PROJlCT.,MLTROPOLITAN AR.lA

PRlPAIUD ON WORK PSlOJlCTS ADIlr .1INISTRATlON

O.P. N! 165-1-07 -246 1941


26/47

DOWNTOWN

there is a further advantage in open-air parking. In general,

operating costs for garage parking under best conditions will befrom one to four cents per car parked more than the handling cost

in open-air attendant parking.

Due consideration must be given to the location of any parkingfacility in its effect on street traffic. Lots or garages having two

or more entrances or exits are most desirable in order to givegood service and at the same time permit prohibition of left-hand

turns or other measures to prevent street traffic congestion. This

factor alone tends to prohibit the use of large garage buildingsin congested traffic areas, as, frequently, they must use a single

street and a single opening for their customer traffic.

Some consideration has been given to combining garages withadjoining open-air lots. Such a plan would provide many ad-

vantages in handling cars within the parking area and in and out

of the stre~t.

6. Engineers are investigating for us the possibility of erect-

ing an all-steel deck over a large part of suitable parking lots.

Such a plan, if feasible, would provide from 50% to 70 % addi-tional car space at a minimum cost and thus permit rapid expan-sion of parking space in the close-in areas as business increases.

7. Several types of automatic or semi-automatic garages have been considered. These plans usually propose a skeleton type

structure with high-speed automatic elevators which will pick up

a car , select a vacant stall and shunt the car to that space, revers-ing the movement when the car is desired by the owner. Varia-

tions provide for more manual and less automatic handling. In-

vestigation shows that costs would probably be about $3,200.09 per car space, including land and equipment, in close-in locations.

Such a cost would demand exceedingly rapid turnover at rela-

tively high charges to meet investment and operating costs.

8. A plan is in use in St. Louis, and probably in other cities,under which garages and parking lots too far from the business

district to be' practical for walking are combined with '~ pecial

free bus or street car service in the parking fee. Such a plan

could be used for Downtown Los Angeles. Its advantage lies inthe possibility of using inexpensive land. Its greatest drawbacks

are the traffic congestion on the streets at the afternoon rush

period, caused by the large number of buses or street cars that

would be needed, and the possible dislike by customers of mixingautomobile and bus service in their shopping trips. If costs could

be kept low enough, this plan should be extremely popular with all-

day parkers.

9. Garages designed to handle traffic directly lliom'Q -~freewaywould, in general, take on the characteristics of other garages ~ A

LOS

mentioned. T~e greatest care w otieups in inter :l.1.alcar movemen

freeway.

None of the freeways now p

so located as to provide good 1 0for possible all-day parkers ala

for space per car probably woul

ordinary garages, due to the spe~

10. Combining garages withcost problem which is difficult to I

floor or possibly two floors can b l

creasing the general cost of -J.h~in with other uses on upper floo

building costs, due to the greater

Another serious disadvantage lie

without decreasing the usefulnesing, thus increasing its net cost f

combination of an open-air parki

and other building purposes maof the parking needs of the dis

It is our thought that no one

depended upon to provide all n but that several plans may beservice demands.

While the principal factors i

for downtown customer s are

and fees, there are other fact

developing an ideal parking pIa

One of these is the appear aof its immediate surrounding,

given by attendants at parking

PLATE XII shows a photo,lot indicating the general app

in the district. PLATE XIII

which practical changes are S 1 )

will cost from $15 to $35 per c:

ditions, the carrying charge

parking fees and should be misfaction- of patrons and theil

Downtown Business District.

Such improvements on pr

leases of sufficient length to


27/47

E S PARKING STUDY

aye to be taken to prevent

ating traffic jams on the

for early construction is

s for such garages excepte Harbor Freeway. Costssomewhat higher than for

afficconditions mentioned.

nary buildings presents a

. Portions of one basement

d without unreasonably in-

.g, but garage space mixed tomatically increases total

s garage floors must carry.

oviding ample access ramps

heground floor of the build-

her purposes. Her e again a

d handling area with garageound which will meet some

ofparking facility should be

ary service for the district,

useful in meeting differing

oviding satisfactory parking

on (distance to destination)

f considerable importance in

f the property used and that

other is the kind of service

and garages.

of a busy downtown parkingce of the, better parking lots

a sketch of the same lot ined. While such improvements

ce, depending on varying con-

small item in the necessary

n balanced by the greater sat-

-of-mouth advertising of the

otsf 'can be made only if term.

amortization of the cost can

be obtained, or if property owners can be found who will makethe improvements and include the cost in rental charges. In our

recommendations suggestions are made for carrying out an im-

provement program in a practical manner.

Parking lot employees are an important factor in customer satisfaction. While it may be difficult under war conditions to

improve the personal service given in most lots and garages, itwill be possible under post-war conditions to develop an employee

personnel which will be a great asset to the district. Simple, clean

uniforms and unfailing courtesy will do much toward encourag-

ing more and more patronage of Downtown Businesses. In our recommendations, further referenc'e is made to this phase of the

problem.

IMPROVED VALIDATING SERVICE

In the foregoing pages of this report we have dealt with park-

ing conditions in the district as they existed in 1941, and the

layout of parking facilities and suggestions for their use have

been based on the assumption that the number of users of auto-mobile parking spaces within the district in the comparatively

normal month of October, 1941, was the maximum number who

would have come to the district by automobile if better parking

facilities had been provided, and if stores and other businesses,generally, had validated parking tickets for their customers and

clients on an adequate basis.

Our studies of parking validations by stores indicate that a

little over two million parking tickets were validated by stores in

the district in 1941 as compared with approximately 21,300,000

short-time parkers using off-streJt pa~king facilities during theyear. The ratio of parking tickees validated to total sales made

by the stores issuing the validations was approximately $90.00 per ticket.

Contrasted with this average, one store with more adequate

facilities and a liberal validating policy validated one ticket for

approximately each $25.00 of t9tal sales, If a group of stores inthe district who cater to the medium- or high-priced trade, with

total sales of only $100,000,000per year, had furnished similar

accommodations, the resulting number of validations would have been 4,000,000for the year or approximately 2,000,000 more than

were validated by all stores in the district.

While we cannot be sure that a net increase of 2,000,000moreshoppers' cars would have been brought into the district by this

means, it would seem evident that had a concerted effort along

this line been made by most of the stores and offices, such a result

could have been attained under 1941 conditions.

(Continuecl on Page Fi f teen)


28/47

: E :'0 :E : ~ 'Ta : : E : ~ Z

~ ~ :I : 1 & . 1

~ Z ~ >

0 Z 1 & . 1 ~

Width of white masses paralel-g street lines indicates the totalily pedestrian traffic flow at block nters for all day on an averagey in the fall of 1941. Traffic onth sides of the street has beenmbined. The minimum trafficown is 15,000. Actual figures areven for all blocks having 23,000

more pedestrians during the day.

Basic information furnished byegional Planning Comission. SeeLATE VIII and caption for com-arison. In general, the observa-ons made with reference to hourlyaffic flow apply to th-e total daily

ow shown on this PLATE. , . .e nC D1010

47!542

10e n, . .e n10

787!5!5


29/47

60000

PEDESTRIANS

20 000PEDESTRIANS

38941

'"C D e nC D -0 If)

• If)It)72103 62007

C J )

e nIf)

•23S49

ozo(.;)

I£ J

f/) FIGUEROA


30/47

DO" WNTOWN

REDISTRIB UTION OF 1941 PA RK ING

FACILITIES

An interesting guide to proper location of parking lots is

pedestrian traffic flow, as, in general, automobile users wish to

go where other pedestrians go, and in about the same proportions.PLATES VIII and IX illustrate graphically pedestrian traffic

flow in the Downtown District by hours and for all day;, as it wasfound at the time of the survey made by the Regional PlanningCommission in 1941.

Traffic considerations and property values prevent a simple

solution of t!Ie automobile parking problem. It is obviously desir-

able to provide a series of parking facilities which will furnish

ample accommodations within minimum walking distances of heavy traffic centers and which will, at the same time, have good

access to the principal streets and freeways. By reference to

PLATE VII it will be seen that present parking lots and garages

follow only roughly the pedestrian traffic flow, and the quantity

of parking space available to the Business District leans heavilyto the west and south.

Reference to the Parked Car Traffic Flow chart, PLATE V,

shows in part the reason for this condition. Traffic of parked

cars from the south and west, is extremely heavy, and with the

heavy traffic flow on east and west streets, it is difficult for th~seautomobile users to drive to parking lots on the north or east

sides of the Business District.

This condition will be remedied by construction of the free-

ways now being planned, as illustrated by PLATE VI, and by the

completion of the Olympic Boulevard widening project, scheduled for immediate post-war construction. With the construction of

the Hollywood-Ramona Freeway and the completion of the Har- bor-Arroyo Seco Freeway'to Olympic Boulevard, it will be pos-

sible for many of the automobile users from the northwest, north,

west, and southwest to drive directly and with a minimum of delay

or traffic inconvenience to the parking places most ,convenient for

their use. As these are among the freeways which are scheduled for construction immediately after the war, any parking plan

prepared at this time should be based on conditions as they may

be found after this construction is completed ..

Studies made by the Regional Planning Commission, and shown by PLATE VII,' indicate that a total in ro'und ' figo.r es of

, ,

,L 0 S ANG

40,000 car spaces were available i

plan to meet present and futurenumber as a minimum, with suchmay seem advisable.

As shown by PLATE VII, app provided in the area north of Seca

were used principally by those havDistrict, leaving approximately 33

District to the south and west. PI

spaces should have been distrib

pedestrian traffic flow shown byThe locations shown on this>ll!3;(,

ence to property values and imon the assumption that the Hillfor parking.

As parking plans must be base

PLA TE XI, has been prepared to

ing spaces rearranged to use I

more level parts of the district.

be in the Hill District have been e

by 2,500 car spaces in the Pershi

As previously noted, the steep

vent placing the proper number

west of Hill Street and north 0

capacity indicated located in th

remedy this condition to a consld

ous hotels and theaters within e

evening and night patronage.

There is, of course, a limit t

which can be rented at the rates

in such a garage, but it is believe point could be profitably used.

An intensive study is now be

portation, highway, legal, and

use of the underground space f

be made within a short time.

The only practical alternati

garage purposes would be the bof smaller garages as near thi

traffic condjtions would allow.

Suitable properties, appare

square £"Ootand, as shown bgara~es not exceeding four sto


31/47

E 5 PA R KIN G' 5' T U D Y

ber, 1941, and any parking

tions can be based on thistions for future growth as

ately 7,000car spaces weretreet in 1941. These spaces

usiness in the Civic Center

paces to serve the BusinessX shows how these 33,000

, in accordance with the

TE IX, for ideal service.

en selected without refer-

ments, and also are based ict is a level area available

actual conditions, the chart,the same number of park-

xpensive properties in the

se shown by PLATE IX to

nated and partially replaced quare block .

des of the Hill District pre-

parking spaces in the area

h Street. A garage of the

rshing Square block would

Ie extent. There are numer-

walking distance, to provide

number of parking spaces

ould be necessary to charget 2,500 spaces located at this

made of traffic, public·trans-

ial conditions affecting the

s purpose, and a report will

the use of this location for g of a considerable number

ion as property values and

would cost about $20.00 per

ables on pages 19 and 21,height (the maximum height

in which good service can be given) built on such property require

extremely high rates per day per car space to meet the capitalexpense. This is true even assuming a building cost of $1.50 per

square foot, a rate which has not been attained under the present

building code.

On PLATE XI we have shown more spaces to the west and

south than is indicated by pedestrian traffic flow, in order to pro-

vide a greater proportion of spaces for all-day parking on cheaper

property. To the all-day parker a walk of a few blocks is not soimportant as to a shopper whose walking time automatically be-

comes a part of the parking time. Turnover in parking is accel-erated by reducing walking time for short-time parkers, while

low land values are most important in placing all-day parking lots.

If parking lots placed approximately as shown are segregated

between the various groups of users, as previously described, it

is believed that considerably more business could and would be

carried on in the district by automobile users than was true in1941 or is true under present war conditions. In 1941, as noted

previously, a large number of close-in parking spaces were uS9d by all-day parkers, thus forcing short-time parkers into parking

places unsuitable for their use or causing them to go to other

business centers.

Under post-war conditions parking fees and the hours at which

certain auto parks are opened in the morning can be arranged

to automatically prevent all-day parkers encroaching on those

facilities designed for short-time parkers. So long as the war lasts and the O.P.A.' maintains the present rate structure, prob-

ably, the only segregation that ca p be made is to close parkinglots most desirable for short-time parkers until about 9 :30 a.m.

daily, which would have the effect of preventing all-day parkers

from monopolizing close-in spaces. Parking lot operators who

have been approached regarding such operations have been re-

luctant to set up such a plan, partly because of the expense of

providing necessary fencing, and "gates, and partly through fear of losing some of their gross blisiness. Suggestions contained in

our recommendations for immediate action offer a possible solu-

tion to this phase of the problem.

In our suggestions for redistributing present parking facili-

ties we have not included those used by employees and patrons in

the Civic Center District. There appears to be reasonable oppor-

tunity to expand these, facilities as required by the increased

deman~ which is certain to follow the normal expansion of popu-

lation in city and county. As the Civic Center buildings are

, extended west to Hill and Olive Streets, some of tPie pr o perty in(Continued ' on Page Ninet een)


32/47

ozookl

U) FIG UER O A

60000

PEDESTRIANS

20 000PEDESTRIANS


33/47

This chart shows, superimposed on the chart used in PLATE IX, thenumber of parking spaces shownsouth of Second Street and betweenLos Angeles and Figueroa Streetson PLATE VII (33,000). Short-time and all· day spaces have beenallocated in the proportions used,

as found by the 1941 survey.The arrangement is idealistic and

approximately what might be doneif there were no physical or other

barriers of any kind to prevent placing parking lots where desired.

Daily pedestria,n traffic flow wasused as a guide to determineapproximate needs in various partsof the area. It is obvious that those

blocks having the heaviest pedes-trian traffic are, for the most part,used for the business which pro·duces the traffic, hence no parking

space is shown in them, but is shownas close and in the proportion thatexisting pedestrian traffic will allow.Placing of parking spaces was alsogoverned by a desire to hold downautomobile traffic in the blocks hav-ing heavy pedestrian traffic, leavingas much street space as possibleavailable for public transportationvehicles.

0)

-It), . . .~

•

, . . .0)C DIt)

It)

47542

It)

0), . . .0)

It)

78755


34/47

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35/47

This chart shows, superimposed on the chart used in PLATE IX,what appears to be the most prac·tical present arrangement of the33,000 parking spaces shown moreideally placed on PLATE X.

Careful comparisons betweenPLATES. X and XI will show howfar short of the ideal arrangementthe practical one must be if anyconsideration is given to costs of securing the necessary amount of space..

While appr.oximately 10,000spaces for all· day parking are placed in the outer rim of parking placesshown, it is assumed that some of these parkers will be accommodated in close·in garages. The numbers of spaces indicated in some of theBusiness District blocks are due to

existing garages in those blocks, asindicated on PLATE VII. In thedetailed plan 500 additional all·day parking spaces are allocated to the block bounded by Fourth, Fifth,Olive, and Grand, due to availablegarage space which cannot beshown on the scale used.


36/47

•


37/47

PLATE XII

•

PL T


38/47

the Hill District not now usable for parking space will becomeavailable, and will be provided by private parties under normal

conditions.

Consideration should be given' to providing a reasonable

amount of garage space underground under the parks and build-

ings of the Civic Center. It is probable that such space would beleased by private operators if given such an opportunity and that

rents could be charged the operators which would return the

garages to the governmental agency involved, clear of any encum- brance, within a 50-year period.

OPERATING COST DISTRIBUTION

In developing a general parking plan for the Downtown Busi-ness District, careful consideration should be given to capital and

operating costs, and the rates to be charged by the various kinds

of parking facilities to be provided, keeping in mind the condi-tions involved in serving all groups wishing to park in the dis-

trict, as outlined on page 9.

Cost items can be divided between space expense and handling

expense, as they are differently affected by various factors in the

parking business. Properly combined, they reflect the fees whichshould be charged under varying conditions.

Rents or capital carrying costs are a fixed charge against the

entire space on land or in buildings and are not affected by t,enumber of cars parked daily. Costs of light, heat, telephone,advertising, etc., also are fixed and do not vary materially with the

number of cars handled.

Handling and management costs, on the other hand, vary in

almost exact proportion to the number of cars handled daily,

provided the minimum number parked is large enough to developminimum operating costs.

Rent or capital carrying costs vary with location and type of

facility operated. Rent per car space for a plot of ground on

which attendants park all cars will be much less than if the same

plot is used as a "park-your-own" lot, in which case approxi-mately twice as much space will be needed per car parked, and the rent or capital cost per space will be approximately doubled.

If the same plot is used as a garage site, an entirely different

set of fixed costs per parking space will develop, due to space used fo~ ramps, elevators, columns, and walls, and freqUE;ntly.spaceused for more elaborate services to custOIpers.. , " ,. I. •

LOS

Handling costs vary in accogiven in open-air lots or in gara

park all cars, the handling cos

than if customers park their handle 100 or more cars per day

dred may be handled under the

Handling costs are primari

Hence the more that cars are cr ~quent movement to let cars in at

car. Sometimes the cost per car due to the greater distances w

times a considerable saving in

made by taking advantage oHnto get in the car while it is still panating handling a large part of t

during the outgoing rush hours.

Garage handling costs presengoing cost examples. Time cons

the car to its owner is still the pri

be given, such as cleaning, dustintern of parking tickets is usually

quire more cashiers, supervisors

cars handled.Total costs of operation inv

handling costs and rent or carr:)

Following are tables showindling charges for garages and op

Handling costs shown do not pro

crowding.

300-Car, 4-Story Garage Built

Land, 21,000 square feet at $20.Building 84,000 square feet at $

Total investmenL ..._.... __ ..

Total investment per ca

Fixed CapitalInterest, 6% __ _ __ _ .Taxes, 3%_ _ .... : .Building depreciation, 2% ..

Amortization, land and building,Upkeep and repairs .. .._.. ... _....."


39/47

E . S PARKING- STUDY

ce with the type of service

On a plot where attendants

obviously be much larger

While one attendant may

the first plan, several hun-d plan by one attendant.

matter of employee time.

on a lot, thus causing fre-

t, the greater the cost per led is more on larger lots,

by the attendants. Some-ling costs on open lots is

:,uraldesire of the customer and drive it out, thus elimi-

rs by attendants, especially

mple variation of the fore-

d in par king and returning

l factor. More ser vices may

., and a more elaborate sys-

red which, in turn, may re-

d other helpers per unit of

a proper apportioning of

osts.

roximate capital and han-

lots at various land values.

for extra costs due to over-

Expensive Close-in Land:

------------- $ 420,000.00- . .. 168,000.00

--------------- $ 588,000.00ce ._____ _ _ _ _ _ _ _ 1,960.00

Per Year

- - - - - - - - - - - - - - - - _ . _ - - - - - $ 35,280.0017,640.00

3,360.0011,760.00

1,000.00

Fixed Operating Costs Per Year

Light, heat, etc. ..... _ _ . . . ._ ._ .$

Telephone : . . . ._ . _ Advertising . . .... ...

Rent or amortization of office equipment,time clocks, etc. _ _ . . . . . _ . _. . _ _ . ....__

Total fixed costs . . . . $

Fixed costs per year per car space . .._$

Fixed costs per day per car space, based on .306 business days per year_ ...__ . . _. . . __ ..... ..$

Handling costs per car parked based on ability to secure workerson shifts to meet morning and eve-ning rush demands:

Attendants' wages, parking and returning car tocustomer, average 7 minutes. _ .. :.. ._. . . .

Salary of management, based on operation of several parking places .. . _

Wages of office force per car parked ._ .. .. ..._...__ ..._ ..Social security taxes, printing, supplies . _

Total handling cost per car parked, based on parking at least 300 cars per day . $

Total Costs Per Car Parked Based on Foregoing Figures

FIXED COSTS HANDLING COST

PER CAR PER CAR

NUMBER OF CARS

PARKED DAILY

300400500600700800900

*1500

$.76.57.456

.38

.326

.285

.253

.152

$.123.123.123.123.123.123.123.123

400.00120.00200.00

100.00

69,860.00

232.87

.10

.008

.008

.007

.123

TOTAL COST PER

CAR PARKED

$.883.693.579.513.449.408.376.275

All of the above handling cost figures are based on daytime

operations only, when maximum use of personnel can be obtained

and when turnover is greatest. If sufficient patronage can be se-cured for night, holiday, and Sunday operation, the higher rates

obtained will offset higher labor costs and contribute something

toward capital costs as well.

One well-known garage charging 25c for one hour , 35c for two

hours, 50c for all day to 6 :00 p.m., 50c for anytime up to midnight

after 6 :00 p.m., and 75c for all-night parking, is able to secure

approximately 48c as the average parking fee and a turnover of

two cars per space per day, or 96c per space per day. It will benoted that this is close to the rate which would be necessary to

meet the costs shown on the above table for 600 cars per day.

* This rate of turnover was a ttained in a few open-air lots in Down,town Los Angelesin October , 1941. "

(C ont inued o n Page T wenty-one)


40/47

,I~

Il,,!{ 1~II·ll(),r)~~IJ~N P J ''. LOS ANGELES. •


41/47

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I

SIJ(.(.J~S'1'1~])CITY PLANNING COMMISSION

.,\.lJ rl'()


42/47

DOWNTOWN

U sing the basic figures set out in Table 1, total costs per car

parked in garages built on less expensive land would be as follows:

Number of ears parked daily

TOTAL COST, INCLUDING HANDLING, PER CAR PARKED,

BASED ON LAND VALUES PER SQUARE FOOT AS SHOWN:

300400500600700800900

1500

$3.00

$.456

.372

.322

.289

.265

.247

.234

.189

820.00

$.883.693.579.513.449.408

.376

.275

S 4 . 0 0

$.481

.391

.339

.302

.276

.257

.242

.194

$5.00

$.496.410

.353

.314

.287

.266

.251

.199

$10.00

$.629.503.427

.386

.340

.313

.289

.224

$15.00

$.753.599.503.440

.397

.361

.334

.250

Typical costs of open-air parking lots wher e all cars are

handled by attendants:

Investment300 car spaces

Land 45,000 square f eet at $3.00 . $ 135,000.00

Improvements at $25.00 per car space _ _ _ ___ _ _____ _ __ __ ______ _ __ 7,500.00

Total Investment. $ 142,500.00

Fixed Carrying Costs, Per Year,

Land and Improvements

Interest at 6ft -------------------------...---------------- _..-..- -- - -- -- -- - --- - -$Taxes at 3 %

J _

Improvements depreciation 10 % _ Amortization 2 % _ Upkeep and Repairs _

8,550.00

4,275.00750.00

2,850.001,000.0~

Light, heat, etc. ---- $

Telephone - -------------------------------------------------- __ Ad vertising --------------------------------------.--------------Rent of office equipment, time clock, etc. _

100.00120.00

50.0050.00

$ 17,745.00" Fixed cost per day based on 306 business days___ __ ___ ''\. 5,7.99

Cost per car space per day ; ~- _- , '" :193

. LOS

Hand ling. Cost

Daytime

Attendants' wages, parking andcustomer, 5 minutes

Salary, managemenL

Office wages per car parked Social security taxes, and misce

supplies, etc

Costs Per

Based on

300400500600700800900

1500

NUMBER OF CARS FIXED cos'f ':f"PARKED DAILY PER CAR .

$.193.145.115.096.082.072.064.038

The following table has been

parked when land is rented fo

same allowance for improvemen

handling costs per car parked

RENT PER SPACE 1PER MONTH turnover

$8.00

7.507.006.506.005.505.004.00

.422

.403

.383

.364

.344

.325

.305

.266

From the foregoing it will

costs f or land and/or improvem

provided a frequent turnover

spaces can be maintained or a be secured, with a high percen

on a high .rate of turnover dur i

rates for theatre or all-night p

and building costs prevailing i- ,


43/47

L E 5

Car Parked,e Only ..)

'"' l

Jning car .tQ.

1

PA R K IN ·G · ,S T U D Y

0.0690.0050.005

0.007

0.086

TOT AI. COST PER CAR PARKED

$.279.231.201.182

• .168.158.150.124

ared to show the cost of cars

n-air parking lots, with th~ts, fixed operating costs and

out in Table 3.

.197

.191

.187.178

.172

.162

.159

.146

4turnovers

.169

.165

.160.155

.150

.147

.140'

.131

en that comparatively high

an be paid for par k ing space,

e total number of parking

all-day or all-night rate canf occupancy at night. Based

e daytime and relatively high, it i~ possible to pay ground n~ive downtown locations.

Under present building code requirements, it does not seem

possible to build garages for much, if any, less than $2.00 per

square foot, using 1941 costs for material and labor as a basis.Garage handling costs will also be higher than shown in our tables

unless a cheaper means can be found for carrying attendants upand down in the building than is now permitted. It should be pos-

sible to have changes made in the building code which will permit

less expensive buildings and elevators to be used, and an investi-

gation will be made along this line.

In our estimates of spaces needed and the proper locations for

parking facilities, we have assumed that most of the spaces would be made available in open-air lots. Such a plan has the advantage

of providing sufficient space for immediate post-war needs, withthe possibility of building inexpensive garages on the same prop-

erty to meet expected expansion of automobile use.

Regular parking rates in the Downtown Area (except during

December and Easter Week) as ordered by the O.P.A., effective November 20, 1944, provide a maximum for all-day parking (to

6:00 p.m.) in open-air parking lots in the district of not to exceed

25c, with the following exceptions:

845 South Broadway __ _ _ . .. .. _._. .. ._. . _ . 50c416 West Fourth. _ .... . .. . ..., _ _. _ ._ ... _ .... __ .. ...__ 35c

Grand Ave. between 5th and 8th ._ .. . 50c409 South HilL .... :.. ._ _ . . _ . . 50c

Remainder of Hill, 4th to 8th _ _ __ .. _ _ .. $1.00Hill Street, 8th to 9th __ . _ .._ _ ... .. _ . _ _ _ _ . __ ... 50c

Main Street, 6th to 7th -..- . f . - - - - - - - - - . . - - . - - - - - - . . - . - - - - - - - . 35cOlive Street, 4th to 5th .. _ . _ .. . .. . _________ _ _ _ _ 35c625 South a live .. . .... _ . _ . _. _ _ . _. .. ... ... . _ _ ... _. 50cRemainder Olive, 6th to 7th__ _____ _ _______ __ ______ _ ___ _ _____ _ _____ 75c

Olive, 7th to 813 South Olive .._. .. 50c

353 South Spring_ ... __ .. . . _ . ._ __ _ __ __ _ __ _ _ __ _ _ _ _ __ 35cSpring, 5th to 8th __ . __ ._ __ .. _ _ .~. ..__ .. . _.. _ _ ._ . ._.... _.. _ _ . 50c815 South Spring " . _. __ .._ . ._ _ _ _ _. _ ., _ _ . _ . ._ . . 35c

825 South Spring .._ . _ . __ . .. _ . _ ._. _ __ _. _ __ 50c

N one of the lots, including the above higher priced lots, were

allowed hourly rates to exceed 15c, except those having a maxi-mum rate of $1.00. These have a rate of 20c for the first hour.

It is obvious that the 43 parking lots above listed are so located

that under present conditions there is strong pressure to use them

for all-day parking by the group 1 type of parker, excepting thoselots with maximums of 75c and $1.00. \


44/47

D 0 W N T·o W N

orne of these lots accept validated tickets from various stores

ne- or two-hour periods, but most of their space other thanused for all-day parking appears to be used largely by mem-of group 3.

nder present O.P.A. regulations, it is probable that rates will

be subject to frequent change, as they have been in the past,h will encourage the public to make more use of downtowning facilities.

he above-mentioned rates tend to favor the all-day parker thus remove the most desirable parking spaces in the district

possible use by the short-time parkers-groups 3, 4, and 5.

is our intention to try by two means to remedy the situation.to get the O.P.A. to permit higher all-day rates on the lots

located for short-time parking; and, two, to get the operatorsese lots to keep them closed until 9 :30 a.m., after which there

few drivers coming in who wish to stay all day. This is a cur -pro blem which will not affect post-war conditions materially,it is important iJ.i its effect upon business during the war

d .

Section Four

POSSIBLE SOLUTIONS

PERM ANENT SOLUTIONNo complete and permanent solution of the parking problem

l' post-war conditions can be offered except one which willlve the setting aside exclusively and permanently for parking,cient land properly located which will provide outdoor or

01' parking of approximately 45,000 car spaces within the

ntown Los Angeles Area, and which can be operated for which those who validate tickets as well as those who paycan and will pay.

uch a program would involve the acquisition by some public

uasi-public agency, or by a private cor poration, of approxi-ly 6,750,000 square feet of properly located ground, or some

I' amount, if means can be found to provide parking s paces indings at the same or less cost per net parking space. If suches are not set aside, the choice par king ar eas will graduallybsorbed for other purposes, thus increasing the demand for ing space and making it increasingly hard to secure sufficienting property well located, at reasonable prices.

he above amounts of land to be acquired can be r educed consid er able extent so far as the responsi bility of Downtown

ness Men is involved , if i.t is assumed that private inter ests aIJ.d '. '-.Jo .

LOS ANGEL

the governmental agencies involved will

for the Civic Center District. As ',lOted i

report, it should be possible to constructground parking space in the eiv~c Centethere will probably be a comparatively l

sive land in the Civic Center Parking DiI, to meet all requirements for a conside

An additional reduction can be madefound who will build suitable garages i

or adjoining it, which can be operated arates, to serve the various groups of park

Possible construction of a large garagefor example, would permanently meet a lment for centrally located parking spac

rates. Construction of other and less e

out would serve other parking customer buildings provides reasonable as purance

If it is assumed that the pr ~lblems parking of about 7,000 spaces car ;~ setand that garages now in operation or to

ness District will provide 6,000 parking sthen be to provide approximately 32,004,800,000 square feet) in open-air lots witDistrict on a permanent basis.

Three legislative acts, California Ass

971; 1207, chapter 246; and 2206, chaptewhich provide for the formation of par

acquire and operate parking facilities. plan of such acts. Under any of them aerty for parking purposes acquired by c

tion and the property withil~i _ stri benefits estimated to accrue from the a

of the facility.

N one of these acts seems to fit the dO but it may be possible to amend one or In

legislative session to make them more utioned above was written by James L. B bel' of our Transportation Depar tment. action taken to the Supreme Cour t. The

be helpful in developing further measu

meeting the downtown parking situati

While further stud ies are being masolutions of the gener al problem, there'

independently and in cooper ation with p

ing fa:cilities~to II\eet immed iate need s.tio:t:J,a:r .:econtaine&. in our r ecommend at'

(

. . . •,


45/47

E S PARKING. STUDY• . , ' -

provide ample parkingpr..ecedingpages of this

large amount of under-' Building District, and

rge amount of inexpen-

trict, shown on PLATE

able period.

f private parties call be

n the Business District,

low, medium, and high

ers previously described.

under Pershing Square,arge part of the require-

e at comparatively highpensive garages farther

. Investment in garage

of permanency.

nvolved in Civic Center

side for a time, at least,

e built to serve the Busi-

paces, the problem would parking spaces (about

in the Business Parking

embly bills 1035, chapter

1098, have been passed

king districts which can

II three follow the usualdistrict is formed, prop-

ndemnation or negotia-

t assessed according to

quisition and operation

ntown situation exactly,

re:of them at the comingeful. The first act men-

be, attorney and a mem-

has been tested through

decision in this case will

es of particular value in

On.

e of ~ssible permanent much that can be done

esentoperator s of par~{-

Sugges~ions for such ac-ns.

\,

RECOMMENDATIONS FOR IMMEDIATE

ACTION

For immediate action, your committee recommends the forma-tion of a corporation, to be controlled by the Executive Commit-

tee of the Association, which will have authority to rent, lease

or otherwise acquire parking lots -or garages and to operate them

for the benefit of the District, with emphasis on serving short-

time parking needs. We recommend that the corporation when

formed proceed to acquire as rapidly as possible approximately

3,000 parking spaces located where they will serre all parts of

the Downtown Business District. We recommend that these fa-

cilities be improved as so~n as the war permits in a way which

will make them a credit to the Association (see PLATES XII

and XIII).Such improvements in physical appearance and in service will,

we believe, enable us to point the way toward a general coopera-tive effort on the part of present operators to improve the whole

parking situation throughout the Downtown Area.

Present operators, for the most part, carryon their business

under very difficult conditions which do not tend toward the best

in service to the public, upon whom they depend for their financial

success. We believe the acquisition and operation of the compara-

tively few parking facilities suggested will act as a stabilizing

influence, the results of which will encourage present operatorsco join with our Association in providing, immediately after the

war, if not before, general improvements in parking service which

will help to bring an increasing number of customers to the Down-

town Business District.

Zoning regulations now under consideration by the City Plan-

ning Commission provide regulation}' for the location, improve-ment and use of parking lots which will probably be helpful in

promoting improved service.

Tentative articles of incorporation drawn for the Association

by Mr. James L. Beebe contemplate an organization with no

capital stock . Necessary funds are to be borrowed from busi-nesses and property owners of the District.

A thorough investigation of the possibility of acquiring cer-

tain properties has been made for us by a competent realty broker,

who reports that it will be possible to acquire the recommended number of spaces at rentals approximately the same as those

being paid by present operators. No investigation has been made

of properties not now used for parking purposes, but this will be done when actual negotiations are in order.

The corporation, when formed and capitalized, would, of

course, examine in detail the history of each lot before acquisitionand would acquire only those whose record of operatiJ-n prior to

. '"

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1945 Downtown Los Angeles Parking Study

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