Traffic Report, Los Angeles, California Citation Pope, Harold Frank (1924) Traffic Report, Los Angeles, California. Bachelor's thesis, California Institute of Technology. doi:10.7907/h7tx-1758. https://resolver.caltech.edu/CaltechTHESIS:07302024-221511469 Abstract No abstract. Item Type: Thesis (Bachelor's thesis) Subject Keywords: (Civil Engineering) Degree Grantor: California Institute of Technology Division: Engineering and Applied Science Major Option: Civil Engineering Thesis Availability: Public (worldwide access) Research Advisor(s): Unknown, Unknown Thesis Committee: Unknown, Unknown Defense Date: 1 January 1924 Record Number: CaltechTHESIS:07302024-221511469 Persistent URL: https://resolver.caltech.edu/CaltechTHESIS:07302024-221511469 DOI: 10.7907/h7tx-1758 Default Usage Policy: No commercial reproduction, distribution, display or performance rights in this work are provided. ID Code: 16602 Collection: CaltechTHESIS Deposited By: Benjamin Perez Deposited On: 30 Jul 2024 23:31 Last Modified: 30 Jul 2024 23:32 Thesis Files PDF - Final Version See Usage Policy. 26MB Repository Staff Only: item control page

~LOS ANGELES,CAL. HPope. \C\t.'-{ (!\V jl EtJ&1t-)t((J~ b tp ·r • / HISTORICAL. Los Angeles is one of the oldest cities on the Pacific Coast. The pueblo boasting an official populati cn of 44 was founded by the Spanish Government 8eptember 4,178l~At that time it occupied little more territory than the circular park known as the plaza does to-day. From that date to the incorporation of the city in 1851, very little progress was made but due to the discovery of gold,the population began to increase,and for the next thirty five years it had a natural steady growth. Rince that time the incrfse in population has fluctuated considera:bly,but as a whole the growth has compared favorably with other large American cities. The competition resulting from making Los Angeles the Routh \fest terminal of the Santa Fe Railroad, together with special excursion rates and widespread advertising has had much to do with its growth;until to-day it occupies fifth place in the scale of large cities and is the largest western city -in the Americas.The only times since its incorporation that the growth in population has suffered · the slight- "· the famous nation wide panics of est depression were dring 1903 and 1907(fig.1A).nue to the fact that Los Angeles has grown so steadily and ha s become such an important commercial center,it is not likely that it will suffer depression within the next few years. ! In fig.2,the two imaginary curves represent the prcbable limits of the growth of Las Angeles.The curve showing the smaller increase in population is based on the growth of eight other cities _· in the TTni ted States whose conditions for growth are similar to those confronting Los Angeles. The higher curve is one plotted by the engineers of the board of public utilities,and is based on the bank clearings,building permits,etc.Without a doubt this curve has a tendency to show a greater increase than will be realized a 1 tho since its creation in 1920 every year has shown a greater increase than the curve predicted. That the growth has been steady and sound is shown by the curves of fig.l.The area curve shows a fairly regular increase except for the jump occasio~d by the annexation of San Fernando Valley on May 22.,1915.The populat~on per dNP square _m ile . took a decided 11 which was due to this large annexation of farming land to use the aqueduct water but as a whole the increase has _been steady . .Afgood indication of the growth of any ~city can be had from its bank clearings _and the business of its post office,both of which show a steady and healthy growth.(fig.4) Probably the most important of the curves are those . showing the building activities of the past.(figs.3&4). 1918 marked the beginning of a boom of building activity which has never been duplicated.This period of record break.ing is shown in detail in fig.3.v,rith the exception of Jan~ uary 1921 every month shows an increase in the number of building permits issued over that of the preceding year.1924 , has not shown such an increase and it is debatable whether this is due to the tem,►.erary tightening of money that accompanies everypresidential year,or whether the record break - ing is over. The latter supposition is based on the fact that Los Angeles is primarily a tourist and residential city,with the result that altho it already has a large population the industrial activities are small in comparison to the number of pe 9ple dependent on them for a livelihood.Either the industrial activi t ies will increase or t he growth of the city will be materially decreased. 7 FUTURE. Already this need for indu.s tries is -· realized and much has been done for their future developement.The result of the work · already accoml)lished is shown by the t wo curves of fig.4C which show the relative increase of the value of t h e permits over the number i s sued.This increase is du.a primarily to the large permits taken out by the different industries together with the increase in the number of of fice bu.ildings,there being at present thirty new office . buildings now actually under construction or in the process of being financed,which will cost in the neighborhood of $40,000,000 dispite the fact that the value of the total number of permits issued for the first four months · of - 1924 falls below that of the corresponding period of 1923.It is on these showings that the growth of Los Angeles industries should be based rather than on the figures showing the valu.esof the manufactur ed pr oducts as there has been an abnormal increase in these values due to the motion picture and petroleum products.This may be clearly seen when it is reali z ed that in 1922 t he total annual production of a all Los Angeles industries amounted to $959,806,503; $291,. 271,425 or 34~·1% of which were motion picture and petro 1eum products both from ;f lu.c~uating industrie_s. Before leaving ·the consideration of the future developement of Los Angeles indus tries it is well to review the growth of Los Angeles Harbor.Altbo San Pedro boasted of a landing place in th e early history of California,yet the Port of Los Angeles,~s a port,came into existence but a few years past.In the year 1900 the port was little more than a salt marsh and a river mouth.In 1914 it had attained no significance commercially being a pert of call for only four or five maritine companies at the outbreak of the world war.For the fiscal year ending June 30,1923,however,it ranked iri fifth place with the other ports of the lTnited States in total commerce handled,according to Government figures. The majority of the business pas~ing.thru the Port of Los Angeles is· coas twis e or coast - to -coast commerce as it ranked 24th in for~ign exports and 17th in foreign imports. It is notable that foreign imports into Los Angeles are generally raw materials partially prepared for consumpton from countries that have not been developed industrially. Los Angeles,therefore,in its commercially strategical location has ample sources of raw materials and in turn can utilizeLsuch sources of raw materials reciprocally as markets for its finished products. The harbor developement as now planned provides a 40 ft • harbor at the old submarine base which will provide anclwrage for any ship that floats and together with the other improvements more than double the present capacity of the port. ·Therefore the estimate that Los Angeles will in 1950 have a populati.on of greater than two million is conservative for Los Angeles has a good foundation started for the future developement of industries,a harbor that will /0 . soon ccmpare f a vorably with the other large harbors of the TTnited States,a location that favors industries in getting their raw poducts and markets,a water supply sufficient for a population of 3,000,000,an ideal climate for the contentment of numami:ty which means better workers together with the possibility of in the near future have even cheaper power than no w exists. II. THE TRAFFIC PROPLEM. Los Angeles to-day is the wonder city of the world. It is a city of splendid industrial structures and beautiful homes.It is the capital of the film world,and as such is t he best advertised city on earth.It has more automobiles per capita than any other large city in America.Conditions show that developement will continue with unceasing persistency.However, the future greatness of the city is confronted by a few obstacles the greatest being the solution of the traffic problems for Los Angeles is a city of narrow streets,narrow sidewalks,and dangerous grade crossings. The narrowness of the streets is forcibly seen when we compare the the street area with that of other large cities. The proportion of the business districts devoted to roadway in the various cities is as follows:washingto,44%;San Diego,41%;Cleveland,39.5%;Seattle,37.5%;st Louis,37%;Portland, ore., 34·. 5%; San Francis co, 34. 5%; Pittsburgh, 34. 5%; Minneapolis,30.5%;Detroit,29.5%;Chicago,29%;Denver,27.5%; flalt ]Lake City,25.5%;Toledo,24%;Los -Angeles,but 21.5%. The city blocks in the business district measure 660 ft.north and south.These streets;curb to curb,average but 54 ft.in width.Some of the cross streets are too nafrow to permit the movement of automobiles except on th~ car tracks if cars are parked on them.The worst offender is S'ixth street (fig.5)which carries stsndard gauge tracks , and measures only 48 ft.curb to curb. The comparison is even more unfavorable when the number of cars in Aouthern California and particulatly in Los Angeles county is considered as there is probably no section of the country where motor vehicles are so numerous. Los Angeles county with an1 estimated population of 1,680,000 averages more than one motor vehicle to every four persons. In congestion by automobiles is found the most serious cause of delay to all forms of traffic. A check of the cen-e tral business district, covering approximately ninety blocks1 showing the movement therein of all classes of vehicles from 6 a.m. to 6 p.m. on December 19,1923,an average day, shows 263,110 automobiles, 48,556 truc,ks.;:a -tota.l . of 311,666 automobiles of all classes,and 12,025 street cars.From 5p.m. to 6p.m. there was a total of 34,449 automobiles and trucks and 1,436 street cars.It is no wo~der therefore that the common opinion of all visitors is that Los Angeles is the worst congested city in America and that there is an unsurpassed disregard of accepted rules of traffic. Los Angeles has the doubtful distinction of killing more of its citizens and visitors with automobil~s than any ~ther city in the country.In Los Angeles in 1921 the death rate from automobiles per l00,000 population was 27.9 as against an average of 11.5 for the United StatesJ . 20,.5 for Chicago, 18.8 ·for ftlanhattan and about 15 for an average of a~l the larger cities of the country. The rapid rate at which the -number of accidents is in- creasing is startling.Fig~? shows this increase and also the relatively few,from point of traffic,that street cars are involved in.Surely it is time somethig is done to solve the traffic problem -of Los Angeles. /6 -,-, _H, H- H= +' + ++'-f ' --l + ffi- H-Y' ,1=1-+ +H µ,: t+!- _..J7, ' t·l· ' -~ 4 -r, -- >-'- I- - ~ -Y ~1 . ~ r-: l:i- I bO @, +f-f-1- ' :+ ±; 'f' +, ~ +' ' •r-i µ:_, t--l -H: -j -' :i: - -t- dt+, L -, - 1-l- -~ --l -~ i 17 VEHICLE TRAFFIC. The street widening and o~ening program together with the handling of vehicle traffic appears at present to be in hands of capable men who have accomplished much thru their cooperation with the different organizations interested in this vital work.The traffic relief plan at present calls for a $5,000,000 street widening program and the, prohibiting of parking on the principle downtown streets. With the new city charter an even st-ronger bodt than is now operating is formed as it requires the City Council to provide for a traffic commission which will make a scientific study of the problems -of street ·traffic as regards parking laws and places,right and left hand turns,crossing. signals,one-way streets,boulevard stops,school stops,etc. and then make recommendations thereon to the City Council This arrangement should place before the Council plans which when followed will greatly relieve the vehicle con gestion J so that this report . will be confined to the question of Los Angeles traffic as regards street car transportation. /8. THE NEED OF. RAPID TRANSIT. The traffic problem of Los Angeles or any other large city will never be solved till adequate street car service is provided dispite the often heard statement that the automobile is taking the place of all other ' forms of transportation. That the street car wi"ll always be a neces sity in · every city is a fact easily proved tho in many cities it is not as evident -as in L~s Angeles with its insuficient street area.A check ofthe business district of Los Angeles from 5 p.m. to 6 p.m. on December 19,1923 showed there was a liotal of 34,449 automobiles and trucks and 1,436 street cars entering or leaving thli.s, ar-ea. The average street car load for this period was 77.7 passengers and the_average automobile load 1.67 passengers,including drivers. J During the time from 6 a.m. to 6 p.m. of this same day each person . traveling in an automobile occupied in . . ·: as much space linear feet 14. 3 times/\as each · person carried by a street car.At 1.67 passengers per auto to carry one average rush hour street car load of _77.7 passengers would require 47 automobiles,which in solid line of contact,would occupy 660 ft. while a street car occupies but 45 ft.on the average. Two andone half moving automobiles of average .length occupy space the same as that of a street car,but the street car in the rush hour averages twenty times as many passengers. ' This greater carrying capacity is shown graBhically in, in fig.8.With ,. the streets already overcro,vded the increas e in population must be carried by street cars. . .., 1 Stree cars, Truc:ksi i 16.0% ; 14. 5% t--_ __. ___ - - l I Area other than Roadway 5to6 P. M. 7t h .and Brcadway st. Car Haul 21,673 90% ~ 42%/C of• linearft. I Tota.l Aut·o I Vehicles 85. 5°/o · .2 C 5o. 7%-of area. Auto haul 2479 10% Fig.l The main rectangle illustrates the total area checked in the dusiness district.l,Z and C represents the area of the total roadway.lshows the roadway devoted exclusively to auto taffic,i.e.not street car tracks.This amounts to 76.1%.2 shows the roadwa y open to both autos and street cars, 23.9%.C shows t he pr oportion of the roadway occupied. by street cars in transit,allowing 4 ft.outside of the outer rails for clearance. 41%of the roadway ,or 9.8% of the roadway area in the entire district has car tracks. Fig.Z.This chart shows the apportioment of roadway in t he n entire district occupied by moving street cars,automobiles, truc ks,fr-0m 6a.m. to 6p.m. on Dec.19,1923. Fig.3.Comparision of passengers carried,lineear feet occupied and area occupied on one of the downtown lines by str e et cars and automobiles during the rush hour fr om 5 to 6 p.m. on an a verage busines s day. o. ' 10 Autos & Trucks 420448 sq.ft. 49. 4%' Rt.Cars 410800 s·q. ft. Space oc·cup ed by every auto rider. S'h aded p rtion is passenge.,,..,~h~a~ur.lr.·"" □ st.car rider Fig.4.Comparison of roadway space occupied and passengers c carried by st.cars and autos from 3 p.m. on a business day. Fig.5. This chart is based on traffic north and south on Broadway between 5 and 6 p.m. Nov.13,1923. Fig. ( 8) Every large city must have a rapid transit system and Los Angeles is no exception to the rule tho there are sev eral reasons why this is not such a crying need as is usuaJ.ly the case with a city its size.Frightened by t4e San Frn Francisco earthquake and the belief that all of the South western portion of the United States was liable to earthquakes Los Angeles early limited the hieght of its buildings to 150 ft.,approximately twelve or thirteen stories, aaa: thus automatically produced a ~preading of the business district and a subsequent -lessening of traffic congestion. The second reason for the hitherto lack of subway need is the Pacific Electric,the largest interurban system in point of mileage in the world.This wonderful system had its b_eginning September 1, 1911 when the Southern Pacific purchased several of the small independent lines operating -in and out of Los Angeles.The next year the company purchased the remaining electric railways operating to and in the cities of Southern California within a radius of 70 miles of Los Angeles,fig.10.At present the system _ connects the larger cities of Los Angeles,Riverside,San Bernardino, and orange counties with the city of Los Angeles and the large number of passengers carried may be seen from the accompanying letter ,fig.11,which was supplied by the Pacific Electric as the ·traffic carried during three average months.Whenever a city is served by as complete an interurban system as this the desire for an improved rapid transit system is not as urgent as where the city possess a sytem with insufficient mileage and equipment. The third reason is the large area over which the pol?~ ulace of the city is spread,resufting in aumerous large areas upon which theneare no buildings and even the sect~ ions that are considered built up contain many vacant lots. Fig.9.This condition is rapidly being changed as shown by the accompanying map of the city,fig.12,where every dot represents a residence,flat,duplex,apartment house,orhotel erected in 1923.The evenness of this distribution clearly shows that the vacant lots are being built up while each group of dots represents the building up of one of the vancant areas hithert6 so noticeable in Los Angeles.In all there are 25,000 dots on the map. Los Ang~1Pa 1 near in apartm~nt district,looking East from West Lake Park. Fig. (B ) \ I 0 l COPYRIGHT Utt,Z flY D.W. PCNTIUS 0 A Z4. PACIFIC ELECTRIC RAILWAY COMPANY OFFICE OF PASSENGER TRAFFIC MANAGER 0. A• !_Sl\-f1TH l'N YOUR REPLY Pl.EASE BKFkB TO I J.>ASSENGEB 'rnAi-·nc YANAGE.B JfJLR NO. Los ANGELJ-:s, CALH'OUNIA February 26' :M+-. Harold F. Pope, c/o California Institute of Technology, Pasadena, California. Dear Sir: Referring to your call at this office several days ago requesting information as to the number of passengers carried on our various lines operating out of Los Angeles: Following is list of passengers ca.rried for the months of October, November and December 1923: Alhambra - San Gabriel Line . . . . . . . 1 429,261 Covina - Pomona Line . . . . . . . . . . . 3S3 ~930 Monrovia - Glendora Line . . . . . . . . . • 275,600 Pasadena via Oalc Knoll Line . . . . . . . • 500,626 Pasadena Short Line . . . . . . . . . . . . S51,61S L.A.-Riverside - San Bernardino Line • • • • 254,783 Sierra l4a,dre Line . . . . . . . . . . . 129,768 Sierra Vista Line . . . . . . . . . . . . • 719,397 Glendale - Burbank Line . . . . • . . . • 1,226,022 Redondo Beach via Del Rey Line • • • . • • 259,459 San Fernando - OW'ensmouth Line. . . . • . 251,110 South Hollywood - Sherman Line . . . . . . 2,]65,370 Venice via Hollywood Line . • . . . . • • 655,556 Santa Monjj.c a via Sawtelle Line . . • • . • 529,468 Venice Short Line . . . . . . . . . . . . 1,172,521 Vineyard - HollY'VOod - Laurel Canyon Line. 4,525,330 Hawthorne - El Segundo Line . . . . . • • 101,902 La Habra - Fullerton Line . • . • • . . • 54,488 Long Beach Line . . . . • . . . . . • . • 1,134,448 Newport Beach - Balboa Line . . . . . • • 165,566 Redondo Beach via Gardena Line. • • . • . 281,255 San Pedro via Dominguez Line . . . . . . , 1,330,82,8 San Pedro via Gardena Line. . . . • . . • 322,309 Santa Ana Line . . . . . . . . . . . 272,738 Whittier Line . . . . . . . . . . . 326,523 Watts Line . . . . . . . . . . . . . . . . 1,678,553 Yours truly, ~ RLB:CL f....>- 0 (.) • 1924. ,26 Each Dot Represents a New Home Erected in Los Angeles in 1923 -.."J pot Map 5howinq R: e.5 :d,=-;nces. r iots . oup/ex \ _I. .. .-~-. Apt:trtrn enl tf()U 5C~ ~ - F ur Tift: Year . - _ _ .·•~· . ·,_,11 Q / j23 Compiled by the L ·A RY· Co~P. ·: .:'.~ ··.:'··:~,,~~, .~· • ~fi1 .. l. r ,·- I I i c: _ ___/ • . ~ :~.. - . ,I •,, <{t'\. . =: anJ '.i'2/e l 5 . I. Perm Ifs· ,;, .7\U -=~~; - < '.:.-::: ·J il :. -~:-<\.:' / ,,~ , _ P" 2i):;' /lf;:f . i ~ \;v -: . URtff!i~~fiJMt¥~~\~ ---t J ::f!IB ;i;J,if-'-'-7 ' ~9:4.,---j~·':7•·~ ~ ,1.- r;:.·...If!K:. ;::_~;- J L..1· i ~ {! _;/ :: , '. '.,, --~ . ~ ._:, • . ,•• ;:::-· . /:_;,;·· if :::7:;,?/t'-~~.,...:..,..--+.~¼ . ~ ~ * ~ ~ ,-4,::: . I ···,:. ::;{_~;r·.) OF THC: C1TY Or Los ANGELES ,............ ............ ,, --_ !::·:•.-"::: !;:. f19,(/;G) This Remarkable Map is the Work of the Engine.ering D epartment of the Los Angeles Railway. It R eveals the Fact that 25,000 Homes were Erected in this City during 1923 in single and double Dwellings, Flats, Duplexes, and Apartment Houses. Note the evenness of the distribution of construction in this record breaking twelve months . RULES'. In making the following recommendations in this report the following rules were used as a bases of comparison of th different systems suggested. l.Los _Angeles continuing to follow her annexation pro'T'."' • time gram of the past,fig.13,wi~l in result in Los Angeles bes- coming Greater Lo Angeles City. 2. The present Pacific Electric system as laid out at present should constitute the backbone of any future rapid transit system to serve Greater Los Angeles. 3. Elongated t .erminals have proven to be better than stub terminals and especially is thia true of Los Angeles as the -business district is long and narrow. 4.Thru tracks rather than loop construction for the rapid transit lines as they require less time and less car mileage 5.There are four natural entrances to dovmtown Los Angeles from the surrounding country. n 6. For a city Q.vith as widely a spread populatio as Los Ang~les a subway for interurban lines only is required and on this subway the stations should be three or four blocks apart. 7. The lines should be so combined that the traffic is well balanced. 8. No grade crossings should ever exist in a subway. 9. A rapid transit system should possess the following advantages over surface lines: (a) Greater safety. (b) Greater speed. ( C) Greater regularity. (d) Greater capacity. 10. Elevated lines are undesirable in commercial,hotel retail and residencial sections as they are as a rule unsightly and noisy. 11. Open cut construction is less objectioable than elevated thru residenoial districts,is less expensive than subways,and simplifys the separation of grades. DIFFERENT SUBWAYS. From the preceding discussion it appears that Los Angeles has reached the point where there is need for rapid transit of some kind Many differnt proposals have been made by men of various experience and ability,two of these plans have been picked as typical of these so far suggested. Plan by B.J.Arnold . . The systems that cross town have the advantage that they offer direct transfer but their disadvantages more than off set this.First the traffic is not balanced by the combining of the lines as suggested.As seen from the sketch of fig.14, the cars fror1; .:the ·.aolly.wood, Venice,Glendale..,.Burbank, and Ran Fernando Lines are to cross town and be vouted to the Long Beach,Whittier,watts,New Port,and San Pedro Lines and the Pasadena,Monrovia,Alhambra,Sierra Madre,Lines are to contiue on the Redondo-Hermosa Beach Line.From fig.11, it is seen that if this method is used many of the cars would have t o be turned back in Los Angeles as there is nowhere a balancing of the traffic on the different lines combined.This necessitates the loop shown for the looping of excess Pasadena cars.The other big disadvantage is that at the intersecting of the two il!hhes .·there is of necessity two levels of subway as there should never be grade crossings in a subway. rp~cific Electric Plan. The Pacific Electric have a system,fig.15,that has sever- 30 al advantages but none that are not posse s sed by systems without its disadvantage.This plan in substance is that the present Main Street station would be used and cars run fr from the rear as at present except that the elevated structure would contiue till it crossed the Los Angeles River,at which point the lines running North would utilize the Salt Lake right of way along the east bank of the river to the present Pacific Electric right of way: and those running ·South would continue on as elevated,joining the present right of way at 14th street.This method gives only one loading point accesiable to the downtown district,the Main Street station.The lines now operating from the Hill street station would be routed thru a subway that would run west to Boylston and there branch one to Vineyard and the. other to Sanborn Junction.This also has the objection that it is stub construction. .33 RECOMMENDED PLAN. The plan_recommended as that most nearly filling Los Angeles needs is similar to that of the public utilities. This plan is shown on the map accompanying this report, fig. 'lEn,and follow13 in detail . . The lines at present operating from the Hill Street station of the Pacific Electric will be combined so that a majority of the cars loop thru Los Angeles and the Beach towns.This will necessitate a subway from Sanborn Junction to Fourth and Hill Streets, (using the tunnel now being buitt) South on Hill to Twelfeth Street and then west to Vineyard. The track west from both Sanborn Junction and Vineyard will be depressed.Alarge loop will thus be formed with Los Angeles and the Beaches of Venice,Santa Monica,and Ocean Park diametrically· opposite. The other subway will extend from Macy and the Los Angeles River under the new terminal to Main Street,South on Main to Ninth street and then East to Long Beach Ave. From Lon& Beach Ave.and Ninth Street the track will be elevated to watts and then depressed for the remainder of the way.The tracks issuing from the North end of the subway will cross the river on a bridge and be depressed on the present right of way of the Pacific Electric. The present Vineyard-Hollywood line will be operated as a local line only with fewer cars than are run now.The South Pasadena Sierra Vista,Edendale,and Watts lines will contfue to operate much as they do at present.Thus the sub- way would only need be a two tr·a ck tunnel. · In the down town district the subway will be high level subways,that is just under the str eet,and provision will be made to carry the public utilities in tunnels on either side of the tracks. Transfer passenger tunnels will be built under Fifth and Ninth Streets which will necessitate a walk of only three -lz,locks when transf ering from one subway to the other. As these subways will be for interurban trains only they will be of high speed con~truction with stations three or four blocks apart.For the downtown district the stations shall be;for the Hollywood-Venice subway at Fifth Street and Ninth street,Twelfth Str e et;for the Pasadena-Long Beach subway at the Union Terminal,the Post Office,First Street, Fifth Street,and Ninth Street.outside of this district the stations will be placed so as t o best serve the public using them. Fi9.{IG) ..36 ThA curve of fig. (J7) was plotted from t he folcwwing data which was obtainfid by observation at First and Hill co,n diff~rent days during the month of May 1924.All periods were checked a.t least oner; and those for thP. pe.aks . fiVP. timf!s.The curvf'. is for out bound Hollywcod ,traffic. Passengfirs carried p~r hour. Time a.m. 2:15 - 4:00 no care running. 4:00 - 5:00 50 5:00 .. 6:00 150 6:oo - 6:36 1200 6:30 ?:oo 2800 ?:oo - 7:15 3500 ?:15 ?:30 3200 ?:30 - ?:45 2000 ?:45 .. 8:00 900 a:oo - 9:oo 1000 9:oo - 10:00 500 10:00 .. 11:00 500 11:00 .. 12:00 ?00 p.m. 12:00 .. l :00 1000 1:00 - 2:00 8(:)0 2:6p - 2:30 650 2:30.,. 2:45 ?00 ..37 Time PassF,l'!gf-:rs carried per hour. p.m. - 3:0-0 3:00 - 3:15 800 3:15 .. 3:30 896 3:30 - 3:45 1168 3:45 - 4:00 1060; 4:00 - 4 :15 11211 4:15 - 4:30 1196 4:30 .. 4:45 1840 4:45 - 5 :oo 2060 5:00 5:15 6900 2:45 .. 5:30 5:30 - 5:45 5:15 ?30 3080 5060 - 6:00 1800 - ?:oo ?:oo - a:oo 500 - 9:00 600 5:45 6:oo 8:00 - 10 :00 10:00 - 11:00 11:00 - 12:00 9:00 525 800 1000 1000 p.m. 12:00 - 1:00 200 1:00 2:00 120 2:00 - 2:15 120 ·11 •o tee 'ON '>IIIOA M3N ··oo '1!3SS3 'P l,3,!:!03)1 t.: 8.t ) ·i :[_ tJ : I ·r f; f- + !I ~ -!,, ._1- ff ~r ri- c;: ±- ~ + ' + ;;>- t rJ ·•+ ! 11 :1t ·+ L :H - -- +- "CS l!J - w !-H I 4-1 i.l. ±l t~ - ~ _J_ § c, oq ~ ~ Cl\- ,.. -~~. ~r: ~ id _, 1. '4 - r P' .g ~ ~ ~_f...!. - +r •· I+ ~ i t .3 t- j - :+ :l: _,! I ~-4 :;: :· ~ H ~ q -! i1 / ' -- -3 11 t; I --1 -1--l- m+ t\:.rt . -1-1 iT ++t- :.'...j:: :... '"j _,_ . -t- ,.. t:t -:- JJ 11 j '! I I I I I .!- --·!T ~-, •h +L - t 1 l+ J t ~- : ·•-1--1::- I .j --- I t !1 __ ,_.,_ t t - I ,; I .J •· 0 ~ J -• 1j T t r . ,, L; • e 7 -- I -HI - --- ! ::-++·H-H+1,·f-+:t "'0) , f i .... ., _; i 111 + + 8 ·, I [ : I-• - rn l~]J j..: ,_. r l I -i [.t - I i- ~1 ~ Hf - 1 lT I r: -· r~:-.; ,·-• h: '--1- .. µ. -~~ .I- t I-+•:+ If! -~ .38 The fcllowin~ figurf:s arf. from original data and sh<>w th,:: percentage of total pass,mgers carried ·on thF- Hollywood line of thP. Pacific Ele.ctri c that travPl into or cut 0f the business district. A.M. p .}!. 1:00 68 = 80.6 732" 8:oo to 3:00 5:30 6:00 8:00 58 70 = 82.9 61 =89.7 68'" 24 35 36 47°- s:oo ?8 = 80.4 86 = 87.9 1'36 125 = 80 80 105 = ?6 80 = 80 31 = 71.1 48 = 78.7 9? 98 = 68.6 = 76.6 100 10.00 11:00 90~ = ?2 61 68 86.0 10.00 45 = 89.7 12:00 61- The ~verage see.ms to be about ao1t which :fieurP- will be usep. in all future computations. 40 .• Passengers carriAd from th~ curv e Fi g. ( ) Time passengers carri P- d. 4:oo - 5:oo 50 5:oo .. 5:oo 150 6:oo - ?:oo 2000 ?:oo - a:oo 2198 a:oo - 9:oo 1000 9 :oo - 10,:00 500 10:00 - 11:00 500 11:00 - 12:00 ?00 ;i.:oo 1000 12:00 1 :oo - 200 800 2 :oo - 3:00 704 3:00 - 4:00 981 4:00 - 5:oo 1305 5:oo - 6:oo 4210 6:oo - ?:oo 500 ?:oo - a:oo 525 s:oo - 9:00 600 9:00 800 10:00 10:00,.. 11:00 1000 11:00 12:00 1000 12:00- 1:00 200· 1:op - 2:00 120 2:00 - 3:00 40 total 19882 41 PassAng~rs carried from the P.E.figur~s. Carried on the Hollywood Vine.yard Line for thP thre e months giv~n(?9 WP:P.k days & 13 c;undays) EvP,ry third ca.r goes to Vine.yard.. and assu£Ai1'19a new load for the cars Vineyard .passenger would ·total 1,131,332 But approximatAly half ar~ oarriP.d from Hollywood. 565,556 Be.ach Line ca.rrie.d 655,556 Assume one-half Hollywood to Los Angele.s 327,778 Total carried. on Hollywood Line 1'9twHin the City 4,197,552 and GardnP.r Jct. 807o into or out of the City Numb1=-r of car.s 3,359,042 on Sunday f-.quals approximatAly 18 x 15 = 270 each way.At 30 passengers pl?r car= 210,600 Therefore week day paase.ngers into L.A. = 3,148,442 Assuming equal number of passP.ngF-.rs carried each waythe total numbP.r of passe.ngers P.ach way per ·:.day _would P.qual carried 19,950 RPcorlllilPndP.d Train Operation. The. present Hollywcod traffic closely approximates the conditions that will exist en all lines in th,:, future. This line was ther~fo :r e tak@n as a basis for estim.ati:m; the traffic that will be handlPd by the rapid transit system.A check was made of the passengers carried into and out of the business district,the results of which ar~ containF>d in this report.All of this traffic would not be handled by the subways as t.hf' surface lines would still handlP, most of thP. traffic betw'"'en the City and 8anbo.rn Junction.From a ca.refull analysis of thP passengf-!rs handlF.!d by diff@rPnt Hollywood cars dur, ing the month of May 1924 it was found that about 40fi,; of thP. present traffic into the city would b@ handled by cars running frem the city to Sanborn Junction.As the traffic will at least double with thP placing in op~ration of a rapid transit system the figur~s from thF: curv~,fig. (17) '. will bi:, · assumiad as those rF>prF-senting conditions that would Pxist in a subway of to-day. Thfl new territory traversAd by thP subway to-gethPr with the increase. that wi~l take place bPtwe~n now and the five or ten years that must elapse bP.fore a subway will be in opF•ration j ustif_c.-~.J'the doubling of the figures assuJ.l.led for the prese.nt conditions.It ia upon thP.se. assumptions that the following figures are based. 43 Peak density 4,210 X 2 = 8,420 The present new care se.at 65 and would during rush hours be called upon to carry at least 80 ,requiring for the peak 105 cars 1. 75 ca.rs / min. 105/60 The. traffic on the South Hollywood line is less than half this Both, Hollywood •. 7 5 2. 50 cars/rnin. The. Glendale Line now handles during the peak 1 car/min. 2.00 cars/min. Operating 3 car trains on the Hollywood Lines and 4 car trains on the. Glendale. Li:1e would mean a clearance of 45 seconds between trains. This woul,i bf! reasonabliP for the Beach and Vine.yard Line.No accoHnt was talnin of the. San Fernando Line which serves a growing section Thf!rFefcre I would recommend a minimum clearancf'> for trains of 30 seconds.During the. rest of th~ day this interval would be shifted to meet the traffic but at no time should any line be operated at intervals gr€ater - than 5 minutes. r 44. Probable Cost of The Subway. Tunnel construction. $3,.500;000 is the cost of the 1 ,1/8 miles of tunn~l now under construction.? miles , of addi tiona.l tunmil w'ill be constructl':!d in the systP,m of this re.port Cost 21,800,000 4 1/2 miles of high level subway at $3,000,000 pe.r mile Cost 13,500,000 Elevated construction. The Burlington rfl.lcently constructed 1,400 ft. of reinforced concrete elP-vated structure at a cost of $220,000.0n the Long Beach Line there. will be 6.5 miles of construction of likA nature. Cost. 5,400,000 Bridge across thP. Los Angeles River. Cost 1,000,000 The cost of the open cut co.nstruction will var7. ApproximatP. Cost. 50,000,000 Propable Total Cost $91,?00,000 45. PaymF·nit. Nfo subway has F;Ver paid for itself .The State law · guarantee1;1 the Public Utilities a . a.;nn,tia.l return of 6 1/4% on the money investedfnd therefor~ evFn with the- transit company earning only this minimum the riders could not pay the increased far~s.New York financed the subways of that city and found the burden so heavy that Los Ang~les shot~ld not follow her example. Another plan 1 s to have a holding company build t::~e subways and lease them to the 'O pe.ra.ting . company. This ·method wo'l'l]ld mPan that the traffic would pay most of the rent . and the rPmaining portion would come from the city tax.es.The most logical method and one to be r~commPnd~ i?d is that the portion of the construction cost that · the operating company could not pay be divided among the land holders that are. bP-nefi tted. It is known that there will be a ri3e in ·value of all land easi~accessible to the new rapid transit syst~m and this rise should help cover thP. cost of the. systrrn1.This will st ill leave the these land holders a reasonable pro:f'i t for the lower operating expenses and increased traffic wil'fP~rmit the operating company to pay a large portion of the cost .The Pacific Electric Company should -be the operating company. . i i