1942 Mass Transit Facilities Master Plan Parkways

8/20/2019 1942 Mass Transit Facilities Master Plan Parkways

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o 2007 0702000 0Calif ornia State Librar y

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l li !A S S crRANSIT FACILITIES·/ AnD

erHE MAST~R PLAN OF PARKWAijS,

1942

CIT'Q PLANNING COMMISSIon


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CITY PLANNING COMMISSION

CHARLES E. SCOTT, President REMSEN D. BIRD, Vice President

WILLIAM H. SCHUCHARDT

HARROLD ENGLISH S. P. LEV

By MILTON BREIVOGEL

Pr incipal City. Planner


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The department wishes to acknowledge the splendid assist-

ance it received from Mr. fred L. Mowder, Executive Secretary

of the Central Business District Association, who so generously

made available the services of Mr . Stuart M. Bate, Transporta-

tion Consultant.

The department is also indebted to Mr. Lloyd Aldrich, City

Engineer, who authorized Mr. Hugo H. Winter, Engineer, Rapid

.Transit Division of the Bureau of Engineering, to assist thedepartment in the preparation of the report.


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•Los Angeles Motor Coach Lines . . ... _ _... .... _ _ . .. _ . . __... . _ . ___ 14

Parkways Completed , Under Constr uction, and for Which Right-of-Way is

Bei ng Acqu ired . _. .. _ .. _ ._.__._. _ .. _ . . _ . _ _ ._ _. . _ 17


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Riding Characteristics of Los Angeles Railway Company Local Street-

car and Bus Lines-24 Hours, November 28, 1940............................................ 10

2 Transfer Characteristics of Los Angeles Railway Company Local

Streetcar and Bus Lines-24 Hours, November 28, 1940.................................. 11

3 Fifty Per Cent of Inbound Boarding and the Accumulated Total at the

Approximate Half-way Point on the Line-Los Angeles Railway Com-

pany Local Streetcar and Bus Lines-24 Hours, November 28, 1940.. 12,

4 Rid ing Char acteristics of Pacific Electr ic Rail Lines, July 24, 1941.................... 13

5 Number of Passengers Carried by Each Line of the Pacific Electric

Railway Company During Month of June, 194 L.............................................. 13

6 R id ing Characteristics of the Pacific Electric Railway Coach Lines-

July 24, 1941 14

7 Number of Passengers Carried by Each Line of the Pacific Electric

RaiIway Coach Lines-J une, 1941.................................................... 14

4 Diagram Showing Long Distance Travel on Local Mass Transporta-

tion Rail Lines 10


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C OO RD IN A TIO N O F E X IS TIN G M A SS T RA N SIT F A Ci li TIE S W IT H T HE

M A S T E R P L A N O F P A R K W A Y S -A P R O GR E SSR E PO R T

The first step in the adoption of a comprehensive transportation plan was taken whenthe City Planning Commission, on June 23, 1941, approved and adopted the Master Plan of Parkways. This system of grade-separated highways, designed for the safe and rapid move-ment of motor vehicles, was developed and planned by the Transportation EngineeringBoard . The proposals of that Board were carefully studied and analyzed by the City Plan-ning Department to determine whether or not they met all the requirements of a well co-ordinated highway plan. In the process of mak ing these analyses, all available data whichwere collected and which had been used by the Transportation Engineering Board in form-ulating the plan were studied . After subjecting the plan to every known test, it was theopinion of the department that, mod ified by the addition of the Whitnall Parkway, it metall the requirements of a well balanced parkway plan.

The f inal form or design of the parkway system was influenced largely by the topog-raphy and physical characteristics of Los Angeles. The city and metropolitan area are uniquein many respects; its transportation problems cannot be solved by formulae and processeswhich are commonly applied to o ther cities. The par k way plan which was developed for

• the city and metropolitan area will most adequately serve its transit requirements. The plan has several outstanding features which are of special significance to the city.

1. The system of parkways included in the plan will greatly impr ove traffic circu-lation throughout the city and region. By the very nature of the design all delays and in-conveniences of the present street system are eliminated . Traffic safety is assured by re-moving all points of friction and collision by separating the grades of all crossings and bydividing roadways.

2. The construction of a system of parkways will relieve the pressure on e xistingstreets. Through and long haul traffic wi II be attracted to the parkways leaving the surfacestreets to serve local traffic for which they were designed and for which they are adequate.

3. The value of property abutting heavy traffic thoroughfares will be stabilized by

removing the objectionable features of the street, namely, the large volumes of thr oughand long haul traff ic.

4. The City Planning Commission can proceed with the intelligent planning of other elements of the comprehensive city plan.

5. Los Angeles is one of the first ciJies to plan a comprehensive system of parkwaysfor rapid transit. New York and Chicago have been building parkways serving certain sec-tions of the metropolitan area. Detroit has recently produced a parkway plan similar tothe Los Ange.les plan in its scope. The experience in New York and Chicago has been mostsatisfactory. Traffic moves rapidly and in large volumes. Of interest also is the effect of the construction of parkways upon adjacent properties in the New York region. In all casesthere has been a marked appr eciation in pro perty values.

6. Parkways, of the type d iscussed in this report, will stand the test of time. After a

sufficiently wide right-of-way has been acqui red, the roadways have been constructed, thestreet grade separations and parkway intersections built and the bordering strips proper lylandscaped, the improvement is completed for all time except for such repairs and mainte-nance that may be necessary. The plan is adequate at the present time under present con-ditions and for the future insofar as the techniques and science of city planning and sound engineering could determine.

'The Transportation Engineering Board recognized that, in addition to the problem of providing an adequate facility for the handling of the rapidly increasing motor vehicular traffic loads, there was also the almost equally ser ious problem of solving the mass transportation problem. The Board made the following recommendations in pointing the way

toward the solution of that problem:


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"The Board ther efore recommends, as in the public interest, the controlled use of express highways by rapid transit buses under conditions insuring (A) vehicles spe-cially designed for the service to preclude inappropriate speed, braking or similar characteristics, (B) restricted number as occasion may require, (C) bus stops entirelyout of the traffic lanes on the main highway, and (D) arrangements designed to liq-uidate any excess cost of highways due to buses by rental charges to be paid outof revenues of the transportation system."

And further:

"The Board recommends thorough coordination of the surface and rapid transit fa-cilities; that stop locations for rapid transit buses on express highways be arranged to facilitate passenger interchange at points of intersection with all important sur-face rail and bus lines; and that certain rapid transit lines be arranged to providef or through service, without transfer, by running rapid transit buses for part of their r oute on the surface streets to pick up the passengers conveniently, then on theexpress highway for high speed over the long haul and then back on the streetsagain for distribution of their load at the usual street stops."

This report is concerned with the coordination of existing transit facilities with the en-tire parkway system, but most specifically with those units of the system which have beencompleted, are under construction, and f or which right-of-way is being acquired . In the process of appraising the possibilities of coordination, the present transit system as shown

in F igure 1 was studied and the f ollowing investigations were made:

1. Total inbound and outbound movements on each of the existing transit lines;

2. The major streets intersecting the lines and the number of persons boardingand alighting at each;

3. The 24-hour totals of persons boarding and alighting at all stops;

4. The total number of car or bus stops in each direction, inbound and outbound ;

5. The transfer points with other lines for each line;

6. The names of all stops at street intersections or other points;

7. The number of motor vehicles compared with streetcar and bus passengers;

8. Relation of streetcar or bus lines to parkway routes;

9. Design and capacity of ingress and egress connections to parkways;

10. Tentative ex press r outes on the par k ways;

11. Tentative rer outing of surface car and bus lines.

C ON CL US IO NS A ND R EC O M ME ND AT IO NS

The city and the metr o politan area of Los Angeles dif f er from other large metropoli-tan cities in many respects. In point of area alone, Los Angeles is larger than any other Amer ican city. The entire area is br oken up by m ountains, hills, and rivers and washes.These topographical features have pr oduced large uninhabited or sparsely inhabited areasthrough which transit lines have been extended in joining the developed portions of t hecity together . There exists a r elatively dense population only in t he central part of thecity and the densities there are low when compared with other large. cities. Los Angelesis a city of homes. Ther e are few ar eas with large apartments. This trend toward dispersion

of the po pulation is clearly illustrated by Figure 2 which shows the percent change in pop-ulation between 1930-1940. This wide distribution of the population necessitates longhauls f or the mass transportation system, and has made it physically and economically im- possible to provide anything like comprehensive coverage for the metr o politan area.

The pattern of the distribution of registered motor vehicles is similar to that of popula-tions. Figure 3 shows the distribution pattern. As a medium of transportation, the privateautomo bile has been responsible to a large extent, for the gr owth of the metropolitan areaand the com~unities in it; a nd f or the pr ocess of decentralization of industry and b usiness.

The transportation character istics of Los Angeles are unique in many respects.1. The traffic check s made by the Transportation Engineering Board in August and

September , 1938, show for the 12-hour period from 7 AM. to 7 P.M. a total of 624,288 persons enter ing the Central Business District; 384,778 or 61.7% were passengers of mass transit facilities.


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L O S A N G E L E S ARE A

CHAS. B. BEN NETT

MIL. TON BREIVOGEL

HE N'n' V W ALL

COIIPlU:O AHO P Rr.f tM f.D • . "

BERT B. K RELL IlNlOR PL ANNING O!'W'~ERNEST J. GOU G[.QN Sf,NIOf ' PL AHN!l'tQ ()ll t,V" ••••••••

LEGENDCAR LINES

COACH LJNES

c.>.R LINES

COACH UNES

LIN!£S

UNES

L O S A N < lE 1..E S R A IL WAY

L O S A N Q l! 1..ES RNLWAY

PAa '1C E l.ECTRlC FVJLW~

P A CF 1C E l..E CT RI C RA l L WAV

LOS ANQEI.LS MOTOR C010i

. cm £R MOTOR COACH


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R fGIJ t{ UD A Ut Om o B IL U

&y Cf nJUf lRIKTf - 1940

LOI An GU (J m U RO Po L it A r . A R( A

city PL.lnnlnG commlf f lon

Df P ARtmfnt a. city PL AnninGCHAS. B. BENNETT llOIUCTOIt 0# ~

MILTON BREIVOGEL ~~


12/40

2. The division of the mass trans por tation passengers entering the Central BusinessDistr ict by direction f rom which they enter is: west side 37.7%, east side 28.0%,south side 24.0%, and north side 10.3%.

3. Motor vehicle use of t he centr al area streets is characterized by concentrationson certain streets which function as by- passes around the ar ea, others accommo-date through traf f ic, and still others obviously act as discharge thoroughf ares.

Fr om the west 38.9% of the total motor vehicle passengers enter the Centralarea, 27.9% f r om the east, 20.2% from the south, and 13.0% from the north.

4. Nearly 200,000 or 43.5% of the mass transit passengers in the Local Tr ansit Dis-tr ict come from areas within the 2Y2 to 5-mile radial d istances from the CentralBusiness District.

5. The percentage of total passengers in the metropolitan area who come f r om theLocal Transit Distr ict which is customarily considered the ar ea within the 7 Y 2-mile rad ial distance from the Central Business District is 87.5 per cent.

6. In the outer rapid transit district which is beyond the 7Y2-mile radial distance,the largest number of passengers come from Bever ly Hills and vicinity with In-glewood , Lynwood, Pasadena, South Pasadena, Santa Monica, Compton, and Cul-ver City following in the order named .

7. The average length of haul per passenger has been increasing.

8. There exists an unbalanced loading of cars during rush hours due to the exces-sive loading at the end of t he lines. See Figure 4, Diagram Showing Long Dis-tance Travel on Local Mass Transportation Rail Lines, which illustrates this char -acteristic. It will be noted that on many of the lines the car is half loaded long

before it reaches the half -way point on the line.

9. Stud ies of time required to reach various parts of the t=netropolitan area f r om theCentral Business District show that a very large proportion of the 2Y2- to 5-mile .distance zone in which the gr eatest number of people dwell can be reached in30 to 40 minutes, and part of it in 2 0 to 30 minutes by c ar line or bus duringthe hour of peak travel. In some instances the 30- to 4 0-minute time zone ex-tends well into the 5-mile to 7Y2-mile distance area.

10. Much of the San Fernando Valley, the San Gabr iel Valley eastward, the south-west and southeast section of the outer transit distr ict now require over an hour

to be reached on public transit lines.11. Other factors which influence the transportation character istics to a greater or

lesser degree are the culture of the residents, the climate, and the economic baseof the region.

Recommendations

After a careful study of available data, it was concluded that no detailed plan could bemade at this time for the comprehensive coordination of the mass transpor tation system and the parkway system. It is recommended that as each parkway route is precised and devel-oped pr o per consideration be given to the coordination of that facility with the parallelingmass transit routes. It is definitely recommended that adequate provision be made in allcases to operate rapid transit facilities over the parkways. With this in mind it is recom-mended that the right-of-way be of sufficient width in order that rapid transit oper ationwill be possible without in any way interfering with the f r ee movement of motor vehicles.

While the coord ination of the parkways and mass transportation facilities has beenstud ied for the entire system, the emphasis in this report has been placed on coord inationof mass transit facilities appr oximately parallel to those par kways which have been con-structed , are under construction, and for which right-of-way is being acquir ed. It is recom-mended on the basis of these stud ies that rapid transit operation of mass transit facilities be provided on the Arroyo Seco Parkway, the Hollywood Parkway, and on the Ramona-AlisoParkway, the Santa Monica Parkway and the Santa Ana Parkway when they are compl·2ted .

No attempt has been made in this repor t to analyze financial consider ations involved in the operation of mass transit facilities over the parkways. That is a policy which must

be established by the executive and administr ative heads of the local government. Our im-mediate concern is to determine whether or not it is feasible and desirable to oper ate such

mass transit facilities on those par k ways now completed ar id those that are proposed for future construction.


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OPERATION OF EXISTING 'MASS TRANSIT FACILITIES

Los Angeles Railway Company-Rail Lines

The rail lines of the Los Angeles Railway Company provide practically all of the localservice within the local transit district. The volume and characteristics of this service areshown in Tables 1, 2, and 3. In Table 1 is tabulated the car and bus routes, the generaldirection the route takes, the total number of inbound passengers boarding in twenty-four hours, the total number of outbound passengers alighting in twenty-four hours, the number entering the Central Business District, the total number leaving the Central Business Dis-trict, and the number boarding cars in the Central Business District. A significant pointto be noted from these data is the large proportion of those passengers who board the inbound cars to those who- enter the Central Business District, and the large proportion of those who alight from outbound cars to those who leave the District.

TABLE 1

Riding Characteristics of Los Angeles Railway Company Local Street Car and Bus Lines

24 Hours - November 28, 1940

Line Line Total Total Entering L eaving BoardingDes- Name Inbound Outbound Central Central In Centraligna- Car & Bus Direc- Boarding Alighting Business Business Business

tion Routes tion In 24 Hrs. In 24 Hrs District District DistrictA Adams St................. .5W 8435 8380 5937 5876 9202A Temple St................. NW 7324 7450 5979 5974 9671B City T errace ............. N E 6412 6773 5127 5510 7639B Hooper Ave .............. SE 6738 6925 4815 4839 6585D W. 6th St................. NW 1684 1948 1502 1694 2260D Central Sta ............... .E 367 327 356 324 609F Vermont Ave............ .5 6367 6484 3351 3276 3332F E. 4th St.... :.............. E 3030 3249 2490 2688 3059

H Mel rose.... .... ............. NW 7530 6954 5515 4820 5950H Maple Ave ................ S 4307 4545 2999 3267 4701J Huntington Park ........ SE 13587 14112 9197 9581 9379J Jefferson Blvd .......... . 5W 12102 11632 8214 7860 8259

N W. 9th St................ W 5746 5600 4699 4505 66000 So. Main St............... S 3800 3794 2737 2579 39720 No. Main St............. NE 3236 3488 2921 3176 4630P W. Pico St................ w 17604 17429 12728 12273 14927P E. 1st St................... .E 13537 13008 10895 10521 14819R W. 3rd St................. W 9398 8553 7041 6072 7171R Whittier ............... .... . E 10770 10460 7449 7141 76275 Western Ave ............. NW 10827 10823 7976 7738 81755 San Ped r o.................. 5 12196 12592 7584 8002 7825

U Vernon and Florence.5W 7994 7691 4647 4583 7546U Central Ave .............. SE 11477 12217 5471 6276 9150

W W. Washington ......... W 9226 9304 6258 6301 10103W Highland Park .......... NE 9241 10008 7214 7681 11545

3 W. 6th St................. NW 12989 12711 9241 9016 66955 Hawthorne ................. SW 12926 13254 7953 7538 104655 Eagle Rock ................ NE 7855 8133 5566 6429 98107 So. Broadway ............. S 9066 9219 5811 5604 79438 W. 54th St............... SW 7907 7793 5032 4659 68409 W. 48th St............... 5W 5744 6042 4236 4468 6762

10 W. Vernon ................. SW 2481 2494 1729 1705 2561

Note: From Checks Made by Los Angeles Railway Company.


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P • --1---+----

•

DIAGRAM SHOWING LONG DISTANCE TRAVEL

ONLOCAL MASITION RAJLLINES

CITY PLANNING CO••••••ISSION LOS ANGELES. CALIFORNIA

.£~• . . ., .. .. . . .. . .J1ClPO.

OlIllCTOI' 01 "-ANNtNG

C H A .o.!:.!L....c TT

~ML CITY "-• ...:A- - - ~. .. . - . -l,.l.~.,q


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Table 2 shows the transfer situation on the Los Angeles Railway Company local street-car and bus lines. In this table is shown for each streetcar and bus route the general di-rection of the route, the total inbound and outbound transfers, and the principal transfer

point on the line. These data are valuable in determining the points at which transit linesoperating on parkways should provide transfer facilities.

LineDes-

igna-tion

Transfer Characteristics of Los Angeles Railway Company Local Street Car and Bus Lines

24 Hours· November 28, 1940

Line Name

Car & BusRoutes

TotalInbound

Transfers

348342805

115334

6234306905

245 No Recor d No Record

234 No Record

666572

No Record No Record

105214811599172015041273

840490

No Record No Record

988596551

No Record 1243

No Recor d 862486168

4

TotalOutbound Transfer s

90740830566957

None1343

52572

474 No Record No Record

383 No Record

34429

No Record No Record

8401449 '

9421677125617091092667

No Record No Record

1374394

1069 No Record

879 No Record

48922330426

Adams St SWTemple SL NWCity Terrace NEHoo per Ave SEW. 6th St... NWCentral Sta; EVermont Ave SE. 4th St EMelrose NW

Maple Ave SHuntington Par k SEJefferson Blvd SWW. 9th St SWCivic Center . NMain St .5Main St NW. Pico St WE. 1st St EW. 3rd St WWh ittie r EWestern Ave NWSan Pedro SVermont & Florence ..SWCentral Ave SEW. Washington WHighland Park . NE

W. 6th St NWCentral and Wilde EHawthor ne SWEagle Rock NEBroadway SCivic Center NW. 54th St SWCivic Center NW. 48th St SWGriffin Ave NEW. Vernon SWEdgewa re NW

VermontTemple & Alvar ad oEvergreenAscot & Vernon~th & AlvaradoCentral StationGrand & JeffersonEvergreenMelrose & Western

Wall & Vernon No Record No Record 9th & Ver mont No Record Main & FlorenceMain & Griffin No Record No Record 7th StreetSotoWstrn. & S. Mon.VernonVermont & FlorenceVernonVermontAvenue 50

No Record No Record Ver montAvenue 37Florence No Record 2nd Avenue No Record NormandieBroadwayVermontEdge. & Temple

Outbound

VermontAlvaradoEvergreenVernon6th & Alvarad o

NoneHoover & Vernon4th & Soto St.6th Street

7th & Maple No Record No R ecord 8th & Vermont No Record VernonMain & Griff in No Record No Record 3rd StreetSoto3rd Str eetVernonVernon7th StreetVermontYork Jet.

No Record No Record VermontAvenue 28Vernon No Record Vernon No Recor d VernonBr . Jet.VermontEdge. & Temple


16/40

In Table 3 are tabulated the total inbound passengers boarding in twenty-four hours,50% of this total, the number of passengers that have accumulated at approximately the50% distance point on the line, and the name of the street at that 50% point for each route.It will be noted that for the big majority of the lines the accumulated load at the half-way

point in the route exceeds the 50% inbound boarding, indicating that more than half of those boarding inbound cars are long haul.

TABLE 3

Fifty Per Cent of Inbound Boarding and the Accumulated Total at the Approximate Half-Way Point on the Line

Los Angeles Railway Company Local Street Car a nd Bus Lines 24-Hour - November 28, 1940

LineDes-igna-tion

Line Name

R ailRoutes

TotalInbound BoardingIn 24 Hrs.

84357324641267381684

3676367303075304307

1358712102574638003236

1760413537

9398107701082712195

673711477

92269241

1298912926

7855

9066790757442481

50%of Total

Inbound Boarding

4217366232063369

842183

3183151537652153

679360512873190016188802676846995380541360973369573846134620649464633927

4533395328721240

Ad ams St. SWTemple St. NWCity Terrace NEHooper Ave .. SEW. 6th St.. NW •Central Sta .EVermont Ave .. .5E. 4th St.. EMel r ose NWMaple Ave .. ..SHuntington Park SEJefferson Blvd .. SWW. 9th Sf ... . _._WSo. Main St.. S

No. Main St.. NEW. Pico St.. WE. 1st St .. .E

W. 3rd St. WWhittier E

Western Ave .. NWSan Pedr o S

Vermont & Flor ence_ .5WCentra I Ave SEW. Washington ..WHighland Park , ._NEW. 6th St... NWHawthorne . SWEagle Rock NE

So. Broadway ..SW. 54th St.. SWW. 48th St... SWW. Vernon SW

Inbound CumulativeTo Approx.50%Point

3768375437643066

852277

3262146437462250

661974612853200517228798662347445300535970523373579946204494789765573985

4510379929261300

Name of Street

Approx.50%Point

Crenshaw Blvd .Temple & Hoover BrooklynAdamsBonnie BraeSan Pedro80th StreetSoto StreetFirst StreetAdams Blvd .Pacific Blvd .Vermont Ave.CatalinaSlauson Ave.WorkmanArlingtonMott3rd and VermontEuclid

NormandieVernon Ave.39th Street41st St.CimarronAvenue 56Vermont48th StreetMoss

77th StreetDenker NormandieSanta Barbara

The data in Tables 1, 2, and 3 were charted as shown on Figures 7, 8, and 9. The masstransportation system is shown on Figure 1. Rail and bus facilities of the two major transitcompanies and all local and feeder bus systems are mapped .


17/40

Pacific Electric Railway Company Rail Lines

The rail lines of the Pacif ic Electric Railway Company provide interurban service with-in the metropolitan area of Los Angeles. While the system does provide some local service,

by far the largest part of the passengers carried are long haul passengers. Table 4 showsthe various lines of the system, the peak load points, the number of inbound trips, and thenumber of passengers inbound on July 24,1941.

TABLE 4

Riding Characteristics of Pacific Electric Rail Lines-July 24, 1941 *INBOUND

L I N E Peak Load Point Trips Passenger s

Glendale-Burbank Line .. Whitmore Avenue 105 5A 10Venice Short Line Vineyard and Pico and Hill Sts. 54 2,544San Fernando Valley Line Cahuenga Pass 53 2,529Pasadena Short Une.. Va Iley Junction ... _ _ ._ _ _ __ _ ______ 50 1 A53Pasadena via Oak Knoll Line . Valley Junction 50 1,689Sierra Madre Line Valley Junction 8 274Monrovia-Glendora Li ne Va Iley Junction .. ... _ 23 879Alhambra-San Gabria I-Temple City Line Va lIey Junction 39 1,258

Covina-Pomona-San Bernard ino Valley Jun.ction 30 1)40Los Angeles-Santa Ana Line Bellflower 17 557Los Angeles-Long Beach Line Compton . ... 51 2,970San Pedro via Dominguez.. . ... Compton 42 1,658

The number of passengers carried on the rail lines of the Pacif ic Electric Railway Com- pany during the month of June, 1941, are shown for each line in Table 5. It will be noted that the Venice Short Line-Hollywood Boulevard Line carries by far the largest number of passengers. This line handles a substantial volume of local traffic.

TABLE 5

Number of Passengers Carried by Each Line of the Pacific Electric Railway Company Dur-

ing Month of June, 1941 *Passengers

L I N E Carried

Glenda Ie- Burba n k . _ _ ___ _ _ ___ ___ _ _ __ _ __ _ ___ _ ___ _ ____ __ ______ 455,265Venice Short Line-Hollywood Boulevard 1,198A94

San Fernando Valley-Subway-Santa Monica Boulevard .... . 630J24Pasadena Short Line 119,059Pasadena via Oak Knoll .__ _ _ _ _ _ ___ __ _ _ _ __ __ __ _ _ _ _ _ _ __ _ ___ ___ _ _ __ _ _ _ __ __ ___ _____ ___ _ _ ___ 132,183Sierra Mad re . . _ ___ 28,699Monrov ia-G Iendora .. • _ _ ." . _ _ _ _ __ __ _ __ __ _ 77,1 45

A Iha mbra-San Ga b rieI . . . __ . __ 107,871L. A. -Pomona-San Berna rd ino .. 89,738Sant a Ana ... ... __ 37 A 15Long Beach . .. _ _ _ _ 172,788San Pedro via Dominguez.. ._ _ _ ____ _ ___ ___ __ _ _ ____ '128,820

The transit characteristics of both the Los Angeles Railway Company and the PacificElectric Railway Company rail lines have been invaluable in arriving at suggestions as tothe ultimate use of the parkways by rapid transit motor coaches, and the manner of such

coordination.


18/40

Los Angeles Railway Coach Lines

The Los Angeles Railway Coach Lines are operated by the Los Angeles Railway Com-

pany. The f ollowing lines ar e presently in operation: No. 2 Belmont Avenue No. 44 Bever ly Boulevard No. 47 East 9th-Whittier Boulevard

No. 49 Figuer oa Street . No traffic data ar e availa ble for any of these lines. Before definite plans are made f or

their coord ination with the par kways, a sur vey of the traffic should be made. The FigueroaStr eet line is the only one which will be af f ected by parkway construction in the near future.

Los Angeles Motor Coach Lines

The Los Angeles Motor Coach Lines are o perated jointly by the two ma jor transit companies-The Los Angeles Railway Company and the Pacific Electr ic Railway Company.Thr ee lines ar e presently in o peration-Number s 82, 83 and 90. The only line which isaf fected by par k way construction in the near future is Number 83. Like the Los AngelesRailway Coach Lines, no traffic data are available for these motor coach lines.

Pacific Electric Railway Coach Lines

The Pacific Electr ic Railway Company o perates a system of motor coach lines whichsu pplements its rail system. The coach lines pr ovide mainly local service, although severallines are ex press over a consid erable por tion of the r oute. In Table 6 ar e shown the vari-ous lines, the peak load point of each line, the number of tr i ps surveyed , and the passen-gers carr ied . These data were collected on July 24, 1941.

TABLE 6

Riding Characteristics of the Pacif ic Electric Railway Coach Lines-July 24, 1941 *

L I N E Peak Load Point Trips Passenger s

Santa Monica via Beverly Hills Fairfax Avenue .74Redondo via Del Rey No def inite point . 26

Redondo via EI Segundo No definite point 19Bever ly-Sunset Boulevard . . La Cienega Boulevard .10

L. A-Newport-Balboa ------------. _.... .. No def inite point .. _.. 9L. A-San Bernar dino .. ..... Valley Junction . 8

Valley Blvd .-R iverside-Redlands No definite point 55Gar vey Avenue ---- No definite point 39

L. A-Sunland ------------------------ No def inite point .. __ .. 34L. A-Santa Ana --------- No definite point ,.49

2,127

653

474136271142

1,461783782

1,033

The volume of traff ic for the month of June, 1941, on t hese lines is shown in Table 7.

TABLE 7

Number of Passengers Carried by Each Line of the Pacific Electric Railway Coach Lines-June, 1941 *

L I N ESanta Mon ica via Bever ly Hi Ils . ... .. _ _ .. _ Redondo Beach . _ _ . . . _

Beve r1y-Su nset Bou leva r d . . _ _ . . _ Hunt ington Beach- Ba Iboa . .. _ L. A. -Sa n Be rna rd ino . .. .. .... _ L. A - EI Monte- Red lands .. .. _ .. _ L. A. -Su n land _

L. A. -Wh itt ie r-Sa nt a Ana .. .. _ , .. _

Passengers

Carried

154,74873,20810,57712,35612,531

185,59768,03192,778


19/40

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STATUS OF _ " ' I ,

P ARKWAY DEVELOPMENT

OCTOBER 1942

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These data constitute the latest information available. While they are not as complete

as they should be, by an analysis of the surveys it has been possible to draw general conclu-

sions and make broad recommendations. As each parkway route is constructed, the parallel-

ing transit lines will be studied to determine the feasibility of coordinating all or part of

hose facilities with the parkway. This process will be demonstrated in following sections

of this report.

There are several transit companies which are now providing motor coach service in

certain communities and areas in the metropolitan area. For example, local service is pro-

vided in Glendale, Pasadena, Long Beach, and other cities. Other local transit companies

provide feeder service to rail lines. Practically all of this service is purely local, ser ving a

relatively small area, and is not considered in this study.


24/40

These data constitute the latest information available. While they are not as complete

as they should be, by an analysis of the surveys it has been possible to draw general conclu-

sions and make broad recommendations. As each parkway route is constructed, the parallel-

ing transit lines will be studied to determine the feasibility of coordinating all or part of

those facilities with the parkway. This process will be demonstrated in following sections

of this report.

There are several transit companies which are now providing motor coach service in

certain communities and areas in the metropolitan area. For example, local service is pro-

vided in. Glendale, Pasadena, Long Beach, and other cities. Other local transit companies

provide feeder service to rail lines. Practically all of this service is purely local, ser ving a

relatively small area, and is not considered in this study.


25/40

C O OR DIN AT IO N O F PA RK WA YS A ND M AS S T R AN SIT F AC IL IT IE S

T he M as ter Pla n o f P ark wa ys

The Master Plan of Parkways has been described in detai I in previous reports. Therecan be no object in repeating what has been said in the report of the Transportation Engi-neering Board, "A Transit Program for the Los Angeles Metropolitan Area," of Decem-

ber 7, 1939, and the report of the City Planning Department, "Master Plan of Parkways,"

May, 1941. While progress in the construction of the parkways recommended in these reports is necessarily slow, some progress has been made in the execution of the plan.

Parkways completed or under construction include a section of the Cahuenga Parkwaythrough Cahuenga Pass and linking Hollywood with the San Fernando Valley, and the Ar-royo Seco Parkway connecting the central part of the city with South Pasadena and Pasa-dena. A short extension northward from the present terminus of the Cahuenga Parkwayand an extension of the Arroyo Seco Parkway southward over the Figueroa Tunnels is under construction.

The Aliso Parkway which makes connections between the proposed Santa Monica Park-way and the Ramona and Santa Ana Parkways is nearing completion. This parkway willform a much needed outlet from the civic center eastward .

Progress has also been made in the purchase of right-of-way for following parkways:

Ramona Parkway-Santa Ana Parkway to PomonaSanta Ana Parkway-Ramona Parkway to Santa AnaSanta Monica Parkway-Aliso Street to Vermont AvenueSepulveda Parkway-Pico Blvd . to Sunset Boulevard .

This report is concerned primarily with the parkways listed above which are completed,which are under construction, and for which r ight-of-way is presently being acquired . Studieswere made to determine the feasibility of coordinating mass transit facilities and these parkways by the routing of rapid transit motor coaches over all or a portion of the parkway.

Other parkways of the system were also studied, but since they will not be constructed in the near future the studies were merely objective. More detailed survey data as to t heriding habits of passengers and the transit characteristics of lines approximately parallelingthe parkways are necessary before final coordination can be determined . These proposed parkways include the following:

Hollywood Parkway. Slauson Parkway.Sepulveda Parkway. Crenshaw Parkway.Venice Parkway. Normandie Parkway.Inglewood Parkway. Whitnall Parkway.Olympic Parkway. Harbor Parkway.Riverside Parkway. Long Beach Parkway.Colorado Parkway. Atlantic Parkway.Glendale Parkway. San Fernando Parkway.Allesandro Parkway. Santa Ana Parkway.

The progress that has been made in the construction of the parkway system is shownon Figure 5.

Integration of the P arkway P lan and the Mass Transportation Syste m

Along each parkway there is one or more rail or bus line which approximately parallelsthe parkway. Figure 6 shows the mass transportation system of the Los Angeles metropoli-tan area with the Master Plan of Parkways superimposed over it. An inspection of the mapwill show the nature and extent of these parallel facilities.

While many of the rail transit lines closely parallel individual parkways, it may notalways be feasible to reroute the line over the parkway. R iding habits and transportationcharacteristics will determine to a large degree which lin.es can be routed to the parkwayand the portion of the line that can be so routed . In.some instances the entire transit lineis local in character, while in others a substantial part of the passengers are long distdnceriders whose destination is some central point, and who would save time if a considerable


26/40

portion of the route over which they travel could be express. To determine the feasibilityof accomplishing this by using the parkways, each parkway was studied in relation to the.various paralleling rail transit routes. The process of analysis and study is described in the

. following paragraphs.

Arroyo Seco Parkway

Line "W"-Highland Park

This line provides service along Broadway, Pasadena Avenue, San Fernando Road,Figueroa Place, Figueroa Street, Marmion Way, Monte Vista Street, Avenue 61, PiedmontAvenue, and North Figueroa Street to Buena Vista Terrace.

Passengers carried in and out combined numbered 19,249 during a normal businessday in N ovember, 1940. Approximately 50% of passengers originated between the end of the line and the intersection of Avenue 56 and Figueroa Street. Principal transfer pointis the intersection of Monte Vista and Avenue 50. Passengers from end of the line were4.8 per cent of total inbound. _

This line will probably become a bus line. Operation via Arroyo Seco Parkway fromabout Avenue 50 would benefit about 62% of the inbound passengers who come from theouter section of the line.

Line 19"_North Broadway and Griffin Avenue

This line provides service along North Broadway to Lincoln Park Avenue, and to Mis-sion Road-a branch along Griffin Avenue extends along North Broadway to Pasadena Ave-nue, thence via Avenue 26 and Griffin Avenue to Montecito Drive.

Passengers carried in and out combined numbered 10,459 during a normal businessday in November, 1940. Approximately 50% of the passengers originated between theend of the Griffin Avenue branch and the intersection of Daly Street and North Broadway.Principal transfer point is on the Lincoln Park branch at Lincoln Park Avenue and Broad-way. Passengers from end of line were 5% of total inbound.

While some consideration will no doubt ultimately be given to routing some of thefuture bus service, which may replace this line via the Parkway, it appears likely that the present route wi II be requ ired for loca I service.

Pasadena Short Line

Pasadena Oak Knoll Line

Rerouting of both these lines via the Arroyo Seco Parkway by bus service has beenthe subject of applications before the State Railroad Commission. This is considered desir-able under the coordination plan and is here recommended.

Cahuenga Parkway

San Fernando Valley Line

This line is discussed below in connection with Hollywood Parkway, Crenshaw Parkway,and Normandie Parkway.

Routing of the Iine over any part of the parkway system is dependent upon many factorswhich cannot as yet be given consideration. It is generally assumed that there will be express bus service from Hollywood and beyond, and in that event the existing passenger service on the rail line would, no doubt, terminate.

Ramona Parkway

Line "B"-Brooklyn Avenue

The Brooklyn Avenue end of this line provides service along Main Street to Macy,

Brooklyn Avenue to Evergreen and Brooklyn. An extension reaches City Terrace Driveand Miller Street.


27/40

Normal passenger travel amounted to 13/185 in both directions for a 24-hour average business day in November/ 1940. Approximately 50% of the patrons originated northeastof Soto Street and Brooklyn Avenue. Passengers to and from the end of the line amounted to 303/ or 4.7 per cent of the inbound total.

The line is apparently fed to a considerable extent by passengers of the Evergreencross town line. Inbound transfer passengers numbered 430/ or 18.4 per cent of an ac-

cumulated total of 2338 inbound to this point.

The indications are that this line might be shortened about 2 miles/ or beyond Ever-green and Brooklyn-passengers beyond that point would use the Ramona Parkway bus line.

Sierra Vista Rail Line

This line provides service along Main Street/ First Street/ Los Angeles Street/ AlisoStreet/ to Mission Road/ private right-of-way to Huntington Drive/ then pr ivate right-of-wayto Sierra Vista Station.

Normal passenger travel is indicated by the total number carried during the monthof June/ 1941/ which amounted to 485/988/ or averaged 16/200 per day. The total included both ends of the line which operates southward from Los Angeles Sixth and Main Street

Station to Watts as well as northeastward to Sierra Vista.The line is one of several operating through Valley Junction-approximately Ramona

Boulevard and Marengo Street. This point is the maximum load point for six of the lines.

It appears likely that when the Sierra Vista line is converted to a coach line the busesshould operate over the Ramona Parkway from Valley Junction into the Los Angeles Sixthand Main Street Station/ some three mi les via present routes.

Los Angeles-Covina Rail Line

This line provides service along San Pedro Street/ Aliso to Mission Road/ private right-of-way/ to Valley Junction/ then private right-of-way through South Alhambra/ Wilmar / EIMonte and Baldwin Park to Bad illo Street/ and Covina.

While specific data are not as yet available as to passengers carried on this line/ it seemsfeasible to replace this line entirely by a bus line operating on the Ramona Parkway.

Covina-Pomona-San Bernardino Line

No suggestions are made regarding this line at this time.

Sierra Madre Line

No suggestions are made regarding this line at this time.

Santa Monica Parkway-Aliso to Vermont

Line "A"-West Temple Street

The Temple Street end of this line provides service along Temple Street/ Hoover/ Clin-ton/ Virg,il/ and Fountain to Vermont Avenue.

Passengers carried numbered 14/775 in both directions for a 24-hour average busi-ness day in November / 1940. Approximately 50% of the passengers originated northwestof the intersection of Temple and Hoover Streets. Passengers to and from the end of theline were 8.0 per cent of the total inbound . The line is fed to a considerable extent by trans-fer passengers at Temple and Alvarado Streets who numbered 207/ or 3.7 per cent of an ac-cumulated total of 5588 to this point.

Since the route closely follows the Santa Monica Parkway between the half-way point atTemple and Hoover/ and Temple and Hill Streets/ one-half of the inbound passengers would be able to reduce their travel time inbound by operation over the Parkway between these points/ a distance of approximately three miles/ when the rail line is changed to bus opera-

tion.


28/40

Line "H"-Melrose Avenue

This line provides service along Seventh Street, Alvarado, Sixth, Rampar t, Second Street, private right-of-way, Bimini Place, First Street, Vermont Avenue, Beverly Boulevard,Heliotrope, to Western Avenue.

Passengers carried numbered 14,484 in both directions during an average business dayin November, 1940. Approximately 50% of the p assengers originated between the outer

end of the line at Melrose and Western Avenue and the intersection of First and Vermont.Inbound passengers from the end of the line were 13.6 per cent of the inbound total.

The principal transfer point is the outer end of the line. There, 541, or 7.2 per centof the inbound total passengers, transferred from other lines.

It appears likely that passengers from beyond First and Vermont would use Parkway buses inbound on either the Santa Monica or Hollywood Parkways. The line when changed to bus would continue to serve local passengers originating in the ar ea between the Holly-wood and Olympic Parkways from Vermont Avenue to Figuer oa Street.

Line "O"-West Sixth Street

This line provides service along Fifth Street, Sixth, Alvarado, Third , a nd Bonnie Braeto Beverly Boulevard .

Passenger s carried numbered 3632 in both directions during an average business day

in November , 1940. Approximately 50% of the passengers originated between the outer end of the line and the intersection of Sixth and Bonnie Brae. Inbound passengers from theend of the line were 42.1 per cent of the inbound total. The principal tr ansfer point is atSixth and Alvarado.

This line is less than two miles long between Figueroa and Fifth Street and its outer end . Further study may establish the desirability of entrance facilities to the Hollywood Parkway at Alvarado Street, in which event some adjustment of the r oute may be d esired.

This line provides service along Seventh Street, Vermont Avenue, Thir d Street, and Western Avenue, to Santa Monica Boulevard.

Passengers carried numbered 21,652 in both directions during an average businessday in November , 1940. Approximately 50% of the passengers originated between the outer end of the line and the intersection of Third Street and Normandie Avenue. The princi paltransfer point is the end of the line at Western Avenue and Santa Monica Boulevard . In- bound passengers from the end of the line were 23.1 per cent of the inbound total.

The indications are that this line will be retained as a bus line to serve the local nrea between the Hollywood and Olympic Parkways. Some passengers from its outer end will be served to a better advantage by Hollywood or Santa Monica Parkway express buses. Enter -ing facilities for these parkways would be provided at their intersections with WesternAvenue.

Santa Ana Parkway-Ramona to East City Limit

Line "R"-Whittier Boulevard

This line provides service along Seventh Street, Boyle Avenue, and Whittier Boulevard ,

to Brannick Street.Passengers carried numbered 21,230 in both directions during an average business

day in November, 1940. Approximately 50% of the passengers originated between the outer end of the line and Euclid Avenue, about two miles. Principal transfer point is Soto and Whittier. Inbound transfer passengers here were 5.1 per cent of the inbound total. Passen-gers from end of line are 15.6 per cent of inbound total.

A routing that would operate express buses inbound from Euclid Avenue via Santa Anaand Olympic Parkways would r educe the travel time for appr oximately 50% of the passen-gers now using the line.

Access facilities to the Santa Ana Parkway at Euclid are indicated .

Sepulveda Parkway-Pico to Sunset

No rail lines will be affected by this section of this parkway.


29/40

Parkways Proposed in the Master Plan

Each parkway which is proposed in the Master Plan was studied as a separate unit todetermine the possibilities of coordinating mass transit facilities with the parkway. Thetechnique which was employed can be illustrated by describing the analysis to which threeof the routes were subjected .

Colorado Parkway

LineIS"-Eagle Rock

This line provides service along North Broadway, Pasadena Avenue, San Fernando Road,Figueroa Place, Figueroa Street, Avenue 28, Cypress Avenue, to Verdugo Road and Macon,then private right-of-way to Eagle Rock Boulevard, to Colorado Boulevard and Townsend Avenue in Eagle Rock d istrict.

Passengers carried numbered 15,988, in and out combined, during an average busi-ness day in November, 1940. Approximately 50% of passengers originated between theend of the line and Moss Avenue. Principal transfer point is Avenue 37. Passengers boarding at the end of the line were 4.7 per cent of the total inbound.

When this line is converted to bus transit this route could be operated advantageouslyover the Colorado and Allesandro Parkways from Townsend to Verdugo Road, since 34.9 per cent of inbound passengers originate northeast of that point.

Los Angeles-Monrovia-Glendora Line

This line provides service along San Pedro, Aliso, Mission Road , private right-of-way,Huntington Drive, private right-of-way, and through South Pasadena, Arcadia, Monrovia,and Azusa to Glendora.

Passengers carried average 1,286 in one direction during a normal business day. Themaximum load point for the line is Valley Junction. Check on July 24, 1941, shows 879for 23 trips, or 38.2 passengers per tr i p.

Between Glendora and Arcadia this line follows the route of the Colorado Parkway.When bus operation replaces rail, it will be feasible for this part of the line at least tooperate over the parkway. It would also be desirable to operate the bus line over the Colo-rado, Atlantic, and Arroyo Seco Parkways when such a routing becomes feasible.

Figure 7 illustrates graphically the analysis to which each transit line is subjected in

studying the feasibility of parkway-transit line coordination. In the small key sketch isshown the route the transit line takes and all the parkways over which the route might ber outed. Also shown on the same figure are all the traffic data for the line; the loading and unloading data; the transfer points and volume of transfer passengers; all the stops; and themajor streets that are cr ossed . Each rail line, thirty-four in all, was subjected to this kind of analysis. .

Harbor Parkway

Line 11"_South Broadway

This line provides service along Spring, Main, Br oadway Place, and South Broadway, toAthens Way and 116th Street.

Passengers carried, in and out combined, numbered 18,285 during a normal businessday in November, 1940. Approximately 50% of passengers originated between the end of

the line and the intersection of Seventy-seventh Street and South Broadway. Principal trans-fer point is Florence Avenue and South Broadway. Passengers from end of line were 3.9 per cent of total inbound .

Access facilities to Harbor Parkway at Florence Avenue are suggested-the buses fromend of line to provide local service to Florence Avenue and then express between FlorenceAvenue and downtown Los Angeles and present route between Florence Avenue and down-town to be retained to provide local service.

The graphic analysis of this route is shown on Figure 8.

Line "F"-East Fourth and Hoover Streets

This line provides service along Main Street, Jefferson Boulevard , Grand Avenue, SantaBarbara, Hoover, private right-of-way, and Vermont Avenue, to 116th Street.


30/40

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31/40

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32/40

Passengers carried, in and out combined, numbered 12,851 during a normal businessday in November, 1940. Approximately 50% of passengers originated between the end of the line and the intersection of Eightieth Street and Ver mont Avenue. Princi pal transfer point is the intersection of Grand Avenue and Jef f erson Boulevard . However, approximate-ly as many transfer at Vermont and Manchester, and that is the point of heaviest loading.Passengers from end of line were 37.5 per cent of total inbound, considering all loading

south of Manchester Avenue.Buses could be routed over Harbor Parkway north of Florence to advantage, possibly

retaining surface route as at present for local ser vice.

San Pedro via Dominguez Line .

This line provides service along San Pedro, Olympic, private right-of-way through Comp-ton, to Dominguez Junction (Alameda Street), private right-of-way along Alameda Street toLomita Boulevard, Wilmington, private right-of-way to "B" Street, "B" Street, and pr ivateright-of-way along Wilmington-San Pedro Road to Pacif ic Avenue, San Pedro, and San Pedr oStation, Fifth and Harbor Boulevard.

Passengers carried during June, 1941, numbered 128,820. Point of maximum load isCompton, where on 42 trips there were 1,658 inbound passengers July 24, 1941-an

average of about 40 per tr i p.Or igin and destination checks may ind icate r outing San Pedro passengers over Harbor Parkway in expr ess buses. Additional study $hould be given under post war conditions.

Long Beach Parkway

Line IIJII-Huntington Park

This line has been discussed above under Slauson Parkway. However, consideration of routing for the line from the intersection of Slauson and Long Beach Parkways to the en-trance to the Central Business District should have special detailed consideration since suchrouting closely approximates the present surface r oute.

Entrance facilities to the Parkway will probably be very desirable at Vernon Avenue,and the route might operate on the surface south of that point. Seventy per cent of all in-

bound passengers originated between that point and the end of the line, and for most of themthere would be a substantial reduction in travel time f or their daily tr i ps.The graphic analysis of this r oute is shown in Figur e 9.

Los Angeles-Long Beach Line

This line provides service along San Pedr o, Olympic, private right-of-way to Watts,103rd Street, private r ight-of -way thr ough Compton to American Avenue and Willow Street,Long Beach, American Avenue to Ocean Boulevard and eastward to Morgan Avenue Yards.

Passengers carried numbered 172,788 during June, 1941. Maximum load point isCompton. On 51 trips, July 24, 1941, ther e were 2,970 passengers inbound at that point-an average of 58.2 passengers per tr i p.

Long Beach Parkway closely parallels the present route of this line. This line, as wellas the Huntington Park-Long Beach Coach Line, discussed elsewhere in this progress report,

may ultimately be consolidated with coach service on the Parkway. Further data will be r e-quired to determine access facilities to the Parkway at various points.


33/40

Other parkways which were stud ied , and the tr ansit lines which will be affected bysuch parkway construction, are as follows:

Hollywood Parkway-Vermont to Cahuenga

Rail transit lines affected :Subway-San Fernando Valley Rail Line.

Hollywood Parkway-West By-Pass to VermontRail transit lines affected : None.

Sepulveda Parkway-Pico to Inglewood

Rail transit lines affected : None.

Venice Parkway

Rail transit lines affected :Line "A"-West Adams Boulevard .Line '''J''-West Jefferson Boulevard .Venice Short Line.

Inglewood Parkway

Rail transit lines affected :

Line "5"-Hawthorne.Line "9"-West Forty-eighth Street.Line "10"-West Vernon Avenue.Line "U"-Vermont and Florence.

Olympic Parkway

Rail transit lines affected :Line "N"-West Ninth Street.Line "p"-West Pico Boulevard .Line "R "-West Third Street.San Vicente Boulevard Line.

Riverside Parkway


Glendale Parkway


Allesandro Parkway

Rail transit lines affected :Line "5"-Eagle Rock .

Slauson Parkway

Rail transit lines affected :Line" J "-Huntington Park .Line "S"-San Pedro.Line "O"-South Main Street.Santa Fe Springs Freight Line.

Crenshaw Parkway

Rail transit lines affected :Line "5"-Hawthorne.San Fernando Valley Rail Line.

Normandie Parkway

Rail transit lines affected :Line "V"-Vermont Avenue.San Fernando Valley Rail Lines.

Whitnall Parkway

Rail transit lines affected :San Fernando Valley Line.

San Fernando Parkway

Rail transit lines affected :Los Angeles-Glendale-Burbank Line.


34/40

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35/40

Surface Bus Lines

The rail transit facilities in the Los Angeles Metropolitan Area are supplemented bya system of bus lines which provide both local and interurban service. Unfortunately traf -fic data are available for only a limited number of the routes, and those data are incom- plete. Before any definite recommendations for coordination of bus lines and parkwayscan be made, a comprehensive survey of bus facilities is necessary and the transportationcharacteristics of each line must be determined. However , with available data it has been

possible to draw some general conclusions and indicate in a general way the d irection co-ordination will take.

Some traffic data are available as shown in Tables 6 a nd 7 f or the following lines:

1. Line 12"-Belmont Avenue2. Line 144" -Beverly Boulevard 3. Line 147"-East Ninth (Whittier Boulevard)4. Line 149"-Figueroa Street5. Line 183"-Sunset Boulevard 6. Line 182"-Wilshire Boulevard 7. Line 190"-0Iympic Boulevard 8. Santa Monica via Beverly Hills9. Redondo via EI Segundo

10. Redondo via Del Rey

11. Beverly-Sunset Boulevard 12. Los Angeles-Newport-Balboa13. Los Angeles-San Bernardino14. Valley Blvd . (L. A-EI Monte-Riverside-Redlands)15. Garvey Avenue16. Los Angeles-Sunland 17. Los Angeles-Santa Ana

Line 12"_Belmont Avenue

This line provides service along Hill Street, Sixth, Flower, Third, Columbia, Second ,Loma Drive, Belmont. Avenue, Court, Union, to Temple and Belmont.

Passengers carried in 1940, when this line was operated as No.2 car line, numbered in and out combined 3A40 during a normal business day. The largest loading point was

the end of the line at Temple and Belmont.Some consideration might be given to ultimately serving these passengers via theSanta Monica Parkway, but local requirements may indicate retention of approximatelythe present route.

Line "44"-Beverly Boulevard

This line operates on Beverly Boulevard between Santa Monica Boulevard and down-town Los Angeles. Some service is provided over this route by -the Beverly-Sunset line of another company.

No traffic details are as yet available from which a definite suggestion can be form-ulated as to the use of Santa Monica Parkway by one or both of t hese lines.

The Santa Monica via Beverly Hills now operates over parts of the Santa Monicaand Olympic Parkway locations.

It would appear that the area between La Cienega and Western Avenue could beserved by more or less parallel surface bus Iines between the Santa Monica and OlympicParkways with the through service routed on the two Parkways. Access facilities would then be required at important intersections, their design depending upon details of s ur-face streets and feeder lines.

Line 147"_East Ninth-Whittier Boulevard

This line provides service along Seventh Street, San Julian Street, Eighth, CentralAvenue, Olympic Boulevard, Soto, East Eighth, Olympic Boulevard , Ford Boulevard, and Whittier Boulevard to Simmons.


36/40

No traff ic details ar e as yet available fr om which a definite suggestion can be f orm-ulated as to the use of t he Olympic and Santa Ana Parkways, which the present routeclosely parallels.

It would appear that access facilities should be pr ovided at some point on one or the other of these par k ways and that the section of the line outward f r om downtown LosAngeles to a point midway between ther e and the end of the line should o perate over theultimate parkway as an ex press route.

Line 149"-Figueroa Street

This line is routed over Hill Street, Washington, Figuer oa, to Manchester Avenue.

Passengers carried, in and out combined , numbered 4,044 dur ing a normal businessday in November , 1940. Appr oximately 50% of passengers or iginated between the end of the line and the intersection of Figuer oa Street and Sixtieth Street. Passengers fr om theend of the line were 12.6 per cent of total inbound .

The present route closely approximates the Harbor and Inglewood Parkways. It islikely that access facilities should be pr o

1942 Mass Transit Facilities Master Plan Parkways

Documents

Transcript of 1942 Mass Transit Facilities Master Plan Parkways