Professional Documents
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1942 Mass Transit Facilities Master Plan Parkways
1942 Mass Transit Facilities Master Plan Parkways
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California
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crRANSIT FACILITIES
/
AnD
erHE MAST~R PLAN OF PARKWAijS,
1942
CIT'Q PLANNING
COMMISSIon
HARROLD ENGLISH
By MILTON
S. P. LEV
BREIVOGEL
The department wishes to acknowledge the splendid assistance 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, Transportation Consultant.
The department is also indebted to Mr. Lloyd Aldrich, City
.to assist
the
Los Angeles
Parkways
Completed,
Under
Construction,
._.
... __...
.... __.
.. _.
Right-of-Way
.. _._.__._._.. _.
._.
.__...
._.___ 14
is
__._
_.
._
17
Riding Characteristics
Transfer
Characteristics
of Los Angeles
Railway Company
10
Local
11
Fifty Per Cent of Inbound Boarding and the Accumulated Total at the
Approximate Half-way Point on the Line-Los
pany Local Streetcar and Bus Lines-24
12
Riding Characteristics
Riding Characteristics
14
13
13
une, 1941....................................................
14
Diagram Showing Long Distance Travel on Local Mass Transportation Rail Lines
10
in the plan will greatly improve traffic circuthe very nature of the design all delays and inare eliminated.
Traffic safety is assured by reby separating
the grades of all crossings and by
2. The construction
of a system of parkways will relieve
the pressure
on existing
streets.
Through and long haul traffic wi II be attracted to the parkways leaving the surface
streets 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 through
and long haul traffic.
4. The City Planning Commission
can
elements
of the comprehensive
city plan.
proceed
planning
of other
Engineering
Board recognized that, in addition to the problem of
facility for the handling of the rapidly increasing
motor vehicular
also the almost equally serious problem of solving the mass transBoard made the following
recommendations
in pointing
the way
that problem:
recommends,
as in the public interest, the controlled
use of
"The Board therefore
express highways by rapid transit buses under conditions
insuring (A) vehicles specially designed for the service to preclude
inappropriate
speed, braking or similar
characteristics,
(B) restricted
number as occasion may require, (C) bus stops entirely
out of the traffic lanes on the main highway, and (D) arrangements
designed to liquidate any excess cost of highways due to buses by rental charges to be paid out
of revenues of the transportation
system."
And further:
"The Board recommends
thorough
coordination
of the surface and rapid transit facilities;
that stop locations for rapid transit buses on express highways be arranged
to facilitate
passenger
interchange
at points of intersection
with all important
surface rail and bus lines; and that certain rapid transit lines be arranged to provide
for through
service, without transfer, by running rapid transit buses for part of their
route on the surface streets to pick up the passengers
conveniently,
then on the
express highway for high speed over the long haul and then back on the streets
again for distribution
of their load at the usual street stops."
This report is concerned
with the coordination
of existing transit facilities with the entire parkway system, but most specifically
with those units of the system which have been
completed,
are under construction,
and for which right-of-way
is being acquired.
In the
process of appraising
the possibilities
of coordination,
the present transit system as shown
in Figure 1 was studied and the following 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 boarding
and 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
express routes on the parkways;
11. Tentative
rerouting
of surface car and bus lines.
CONCLUSIONS
AND
RECOMMENDATIONS
respects.
in August and
P.M. a total of
or 61.7% were
AREA
LOS ANGELES
CHAS. B. BENNETT
MIL. TON
BREIVOGEL
HEN'n' V WALL
COIIPlU:O AHO PRr.ftMf.D
BERT B. KRELL
ERNEST J. GOUG[.QN
LEGEND
LOS AN<lE1..ES RAILWAY
LOS ANQl!1..ES RNLWAY
PAa'1C El.ECTRlC FVJLW~
PACF1C El..ECTRIC RAlLWAV
LOS ANQEI.LS MOTOR C010i
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MOTOR COACH
CAR
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COACH UNES
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BY
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CHAS.
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1930 - 1940
m{tROPOLIfAn AR'A
B. BENNETT
MILTON BREIVOGEL
HENRY V. WALL
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city
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mUROPoLitAr. AR(A
PL.lnnlnG
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a.
CHAS. B. BENNETT
MILTON BREIVOGEL
HENRY V. WALL
ER~"EST"'.1 GOUGEON
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commlfflon
city
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OPERATION
OF EXISTING
'MASS TRANSIT
FACILITIES
Lines
The rail lines of the Los Angeles Railway Company provide practically all of the local
service within the local transit district. The volume and characteristics of this service are
shown in Tables 1, 2, and 3. In Table 1 is tabulated the car and bus routes, the general
direction 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 District, and the number boarding cars in the Central Business District. A significant point
to 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
Designation
A
A
B
B
D
D
F
F
H
H
J
J
N
0
0
P
P
R
R
5
5
U
U
W
W
3
5
5
7
8
9
10
Note:
Line
Name
Car & Bus
Routes
Direction
Total
Inbound
Boarding
In 24 Hrs.
8435
7324
6412
6738
1684
367
6367
3030
7530
4307
13587
12102
5746
3800
3236
17604
13537
9398
10770
10827
12196
7994
11477
9226
9241
12989
12926
7855
9066
7907
5744
2481
Total
Outbound
Alighting
In 24 Hrs
Entering
Central
Business
District
8380
7450
6773
6925
1948
327
6484
3249
6954
4545
14112
11632
5600
3794
3488
17429
13008
8553
10460
10823
12592
7691
12217
9304
10008
12711
13254
8133
9219
7793
6042
2494
5937
5979
5127
4815
1502
356
3351
2490
5515
2999
9197
8214
4699
2737
2921
12728
10895
7041
7449
7976
7584
4647
5471
6258
7214
9241
7953
5566
5811
5032
4236
1729
Leaving
Central
Business
District
Boarding
In Central
Business
District
5876
5974
5510
4839
1694
324
3276
2688
4820
3267
9581
7860
4505
2579
3176
12273
10521
6072
7141
7738
8002
4583
6276
6301
7681
9016
7538
6429
5604
4659
4468
1705
9202
9671
7639
6585
2260
609
3332
3059
5950
4701
9379
8259
6600
3972
4630
14927
14819
7171
7627
8175
7825
7546
9150
10103
11545
6695
10465
9810
7943
6840
6762
2561
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CITY PLANNING CO
ISSION
Transfer Characteristics
of Los Angeles Rail way Company Local Street Car and Bus Lines
24 Hours
Line
Designa-
tion
Line
Name
Total
Inbound
Transfers
Adams St
Temple SL
City Terrace
Hooper Ave
W. 6th St...
Central Sta;
Vermont Ave
E. 4th St
Melrose
Maple Ave
Huntington Park
Jefferson Blvd
W. 9th St
Civic Center.
Main St
Main St
W. Pico St
E. 1st St
W. 3rd St
Wh ittie r
Western Ave
San Pedro
Vermont & Florence
Central Ave
W. Washington
Highland Park
W. 6th St
Central and Wilde
Hawthorne
Eagle Rock
Broadway
Civic Center
W. 54th St
Civic Center
W. 48th St
Griffin Ave
W. Vernon
Edgewa re
SW
NW
NE
SE
NW
E
S
E
NW
S
SE
SW
SW
N
.5
N
W
E
W
E
NW
S
..SW
SE
W
.NE
NW
E
SW
NE
S
N
SW
N
SW
NE
SW
NW
348
342
805
1153
34
6
234
306
905
245
No Record
No Record
234
No Record
666
572
No Record
No Record
1052
1481
1599
1720
1504
1273
840
490
No Record
No Record
988
596
551
No Record
1243
No Record
862
486
168
4
907
408
305
669
57
None
1343
52
572
474
No Record
No Record
383
No Record
344
29
No Record
No Record
840
1449 '
942
1677
1256
1709
1092
667
No Record
No Record
1374
394
1069
No Record
879
No Record
489
223
304
26
Outbound
Vermont
Temple & Alvarado
Evergreen
Ascot & Vernon
~th & Alvarado
Central Station
Grand & Jefferson
Evergreen
Melrose & Western
Wall & Vernon
No Record
No Record
9th & Vermont
No Record
Main & Florence
Main & Griffin
No Record
No Record
7th Street
Soto
Wstrn. & S. Mon.
Vernon
Vermont & Florence
Vernon
Vermont
Avenue 50
No Record
No Record
Vermont
Avenue 37
Florence
No Record
2nd Avenue
No Record
Normandie
Broadway
Vermont
Edge. & Temple
Vermont
Alvarado
Evergreen
Vernon
6th & Alvarado
None
Hoover & Vernon
4th & Soto St.
6th Street
7th & Maple
No Record
No Record
8th & Vermont
No Record
Vernon
Main & Griffin
No Record
No Record
3rd Street
Soto
3rd Street
Vernon
Vernon
7th Street
Vermont
York Jet.
No Record
No Record
Vermont
Avenue 28
Vernon
No Record
Vernon
No Record
Vernon
Br. Jet.
Vermont
Edge. & Temple
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 the
50% 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
Line
Name
Rail
Routes
Adams St.
SW
Temple St.
NW
City Terrace
NE
Hooper Ave ..
SE
W. 6th St..
NW
Central Sta
.E
Vermont Ave ..
.5
E. 4th St..
E
Mel rose
NW
Maple Ave ..
..S
Huntington Park
SE
Jefferson Blvd..
SW
W. 9th Sf...
._._W
So. Main St..
S
No. Main St..
NE
W. Pico St..
W
E. 1st St..
.E
W. 3rd St.
W
Whittier
E
Western Ave ..
NW
San Pedro
S
Vermont & Florence_.5W
Centra I Ave
SE
W. Washington
..W
Highland Park,
._NE
W. 6th St...
NW
Hawthorne
.
SW
Eagle Rock
NE
So. Broadway
..S
W. 54th St..
SW
W. 48th St...
SW
W. Vernon
SW
Total
Inbound
Boarding
In 24 Hrs.
8435
7324
6412
6738
1684
367
6367
3030
7530
4307
13587
12102
5746
3800
3236
17604
13537
9398
10770
10827
12195
6737
11477
9226
9241
12989
12926
7855
9066
7907
5744
2481
50% of
Total
Inbound
Boarding
4217
3662
3206
3369
842
183
3183
1515
3765
2153
6793
6051
2873
1900
1618
8802
6768
4699
5380
5413
6097
3369
5738
4613
4620
6494
6463
3927
4533
3953
2872
1240
Inbound
Cumulative
To Approx.
50% Point
Name of
Street
Approx.50%
Point
3768
3754
3764
3066
852
277
3262
1464
3746
2250
6619
7461
2853
2005
1722
8798
6623
4744
5300
5359
7052
3373
5799
4620
4494
7897
6557
3985
4510
3799
2926
1300
Crenshaw Blvd.
Temple & Hoover
Brooklyn
Adams
Bonnie Brae
San Pedro
80th Street
Soto Street
First Street
Adams Blvd.
Pacific Blvd.
Vermont Ave.
Catalina
Slauson Ave.
Workman
Arlington
Mott
3rd and Vermont
Euclid
Normandie
Vernon Ave.
39th Street
41st St.
Cimarron
Avenue 56
Vermont
48th Street
Moss
77th Street
Denker
Normandie
Santa Barbara
The data in Tables 1, 2, and 3 were charted as shown on Figures 7, 8, and 9. The mass
transportation system is shown on Figure 1. Rail and bus facilities of the two major transit
companies and all local and feeder bus systems are mapped.
Pacific
Electric
Railway Company
Rail Lines
The rail lines of the Pacific Electric Railway Company provide interurban
service within 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 shows
the various lines of the system, the peak load points, the number of inbound trips, and the
number of passengers
inbound on July 24,1941.
TABLE 4
Riding Characteristics
of Pacific
Electric
Rail Lines-July
24,
1941 *
INBOUND
L IN E
Glendale-Burbank
Line ..
Venice Short Line
San Fernando Valley Line
Pasadena Short Une..
Pasadena via Oak Knoll Line
.
Sierra Madre Line
Monrovia-Glendora
Line
Alhambra-San
Gabria I-Temple City Line
Covina-Pomona-San
Bernardino
Los Angeles-Santa
Ana Line
Los Angeles-Long
Beach Line
San Pedro via Dominguez..
.
...
Trips
Passengers
Whitmore Avenue
105
Vineyard and Pico and Hill Sts. 54
Cahuenga
Pass
53
Va Iley Junction
... __.____________
50
Valley Junction
50
Valley Junction
8
Va Iley Junction
..
...
_ 23
Va lIey Junction
39
Valley Jun.ction
30
Bellflower
17
Compton
.
...
51
Compton
42
5A 10
2,544
2,529
1 A53
1,689
274
879
1,258
1)40
557
2,970
1,658
The number of passengers carried on the rail lines of the Pacific Electric Railway Company 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
ing Month of June, 1941 *
L IN E
Electric
Railway Company
Dur-
Passengers
Carried
Los Angeles
Railway Coach
Lines
The Los Angeles Railway Coach Lines are operated by the Los Angeles Railway ComThe following lines are presently
in operation:
No. 2
Belmont Avenue
No. 44
Beverly Boulevard
No. 47
East 9th-Whittier
Boulevard
No. 49
Figueroa Street
.
No traffic data are available for any of these lines. Before definite plans are made for
their coordination
with the parkways, a survey of the traffic should be made. The Figueroa
Street line is the only one which will be affected by parkway construction
in the near future.
pany.
Los Angeles
The Los Angeles Motor Coach Lines are operated jointly by the two major transit companies-The
Los Angeles Railway Company and the Pacific
Electric
Railway Company.
Three lines are presently
in operation-Numbers
82, 83 and 90. The only line which is
affected
by parkway construction
in the near future is Number 83. Like the Los Angeles
Railway Coach Lines, no traffic data are available for these motor coach lines.
Pacific
Characteristics
of the Pacific
Electric
L IN E
Lines-July
The volume
Railway Coach
of traffic
Trips
Fairfax Avenue
No definite point
.
No definite point
. La Cienega Boulevard
.. No definite point
..... Valley Junction .
No definite point
No definite point
No definite point
No definite point
of June,
24,
1941, on these
.74
26
19
.10
.. _.. 9
8
55
39
.. __.. 34
,.49
1941 *
Passengers
2,127
653
474
136
271
142
1,461
783
782
1,033
TABLE 7
Number of Passengers
June, 1941 *
LINE
Electric
...
.. __..
.
.__.
..
.. _
Railway Coach
..
_
_
Lines-
Passengers
Carried
154,748
73,208
.
_
10,577
_
12,356
.. .... _
12,531
.. _.. _ 185,597
_
68,031
_
92,778
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STATUS
PARKWAY
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4
OF
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DEVELOPMENT
OCTOBER
1942
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COORDINATION
The Master
OF PARKWAYS
FACILITIES
Plan of Parkways
The Master Plan of Parkways has been described in detai I in previous reports. There
can be no object in repeating
what has been said in the report of the Transportation
Engineering
Board, "A Transit Program for the Los Angeles Metropolitan
Area," of December 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 Parkway
through
Cahuenga
Pass and linking Hollywood with the San Fernando Valley, and the Arroyo Seco Parkway connecting
the central part of the city with South Pasadena and Pasadena.
A short extension
northward
from the present terminus
of the Cahuenga
Parkway
and an extension of the Arroyo Seco Parkway southward over the Figueroa Tunnels is under
construction.
The Aliso Parkway which makes connections
between the proposed
way and the Ramona and Santa Ana Parkways is nearing
completion.
form a much needed outlet from the civic center eastward.
Progress
made
in the
purchase
of right-of-way
for following
parkways:
Ramona Parkway-Santa
Ana Parkway to Pomona
Santa Ana Parkway-Ramona
Parkway to Santa Ana
Santa Monica Parkway-Aliso
Street to Vermont Avenue
Sepulveda
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 right-of-way is presently being acquired. Studies
were 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 the
riding habits of passengers
and the transit characteristics
of lines approximately
paralleling
the parkways are necessary before final coordination
can be determined.
These proposed
parkways include the following:
Hollywood Parkway.
Sepulveda
Parkway.
Venice Parkway.
Inglewood Parkway.
Olympic Parkway.
Riverside Parkway.
Colorado Parkway.
Glendale Parkway.
Allesandro
Parkway.
The progress
on Figure 5.
Integration
Slauson Parkway.
Crenshaw Parkway.
Normandie
Parkway.
Whitnall Parkway.
Harbor Parkway.
Long Beach Parkway.
Atlantic Parkway.
San Fernando Parkway.
Santa Ana Parkway.
of the
parkway
system
is shown
System
Along each parkway there is one or more rail or bus line which approximately
parallels
the parkway.
Figure 6 shows the mass transportation
system of the Los Angeles metropolitan area with the Master Plan of Parkways superimposed
over it. An inspection of the map
will show the nature and extent of these parallel facilities.
While many of the rail transit lines closely parallel individual
parkways,
it may not
always be feasible to reroute the line over the parkway.
Riding habits and transportation
characteristics
will determine
to a large degree which lin.es can be routed to the parkway
and the portion of the line that can be so routed.
In.some instances the entire transit line
is local in character,
while in others a substantial
part of the passengers
are long distdnce
riders whose destination
is some central point, and who would save time if a considerable
Arroyo
Seco
Parkway
Line "W"-Highland
Park
Avenue
This line provides service along North Broadway to Lincoln Park Avenue, and to Mission Road-a
branch along Griffin Avenue extends along North Broadway to Pasadena Avenue, thence via Avenue 26 and Griffin Avenue to Montecito Drive.
Passengers carried in and out combined numbered
10,459
during
a normal
business
day in November,
1940.
Approximately
50% of the passengers
originated
between the
end 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 Broadway. Passengers
from end of line were 5% of total inbound.
While some consideration
will no doubt ultimately
be given to routing some of the
future 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
Rerouting
of both these lines via the Arroyo Seco Parkway
the subject of applications
before the State Railroad Commission.
able under the coordination
plan and is here recommended.
Cahuenga
Parkway
San Fernando
Valley
Line
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
Drive
and Miller Street.
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 northeast
of 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 Evergreen
cross town line. Inbound transfer passengers numbered 430/ or 18.4 per cent of an accumulated total of 2338 inbound to this point.
The indications are that this line might be shortened about 2 miles/ or beyond Evergreen 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/ Aliso
Street/ to Mission Road/ private right-of-way to Huntington Drive/ then private right-of-way
to Sierra Vista Station.
Normal passenger travel is indicated by the total number carried during the month
of 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 buses
should operate over the Ramona Parkway from Valley Junction into the Los Angeles Sixth
and 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 rightof-way/ to Valley Junction/ then private right-of-way through South Alhambra/ Wilmar/ EI
Monte and Baldwin Park to Badillo Street/ and Covina.
While specific data are not as yet available as to passengers carried on this line/ it seems
feasible to replace this line entirely by a bus line operating on the Ramona Parkway.
Covina-Pomona-San
Bernardino
Line
Temple
to Vermont
Street
The Temple Street end of this line provides service along Temple Street/ Hoover/ Clinton/ Virg,il/ and Fountain to Vermont Avenue.
Passengers carried numbered 14/775 in both directions for a 24-hour average business day in November/ 1940. Approximately 50% of the passengers originated northwest
of the intersection of Temple and Hoover Streets. Passengers to and from the end of the
line were 8.0 per cent of the total inbound. The line is fed to a considerable extent by transfer passengers at Temple and Alvarado Streets who numbered 207/ or 3.7 per cent of an accumulated total of 5588 to this point.
Since the route closely follows the Santa Monica Parkway between the half-way point at
Temple 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 operation.
Line "H"-Melrose
Avenue
Second
This line provides service along Seventh
Street,
Alvarado,
Sixth,
Rampart,
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 day
in November,
1940.
Approximately
50% of the passengers
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 cent
of 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 area between the Hollywood and Olympic Parkways from Vermont Avenue to Figueroa Street.
Line "O"-West
Sixth Street
This line provides service along Fifth Street, Sixth, Alvarado, Third, and Bonnie Brae
to Beverly Boulevard.
Passengers
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 the
end of the line were 42.1 per cent of the inbound total. The principal transfer point is at
Sixth 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 route may be desired.
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. Passengers 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 Ana
and Olympic Parkways would reduce the travel time for approximately
50% of the passengers now using the line.
Access facilities to the Santa Ana Parkway at Euclid are indicated.
by this section
of this parkway.
Each parkway which is proposed in the Master Plan was studied as a separate unit to
determine the possibilities of coordinating mass transit facilities with the parkway. The
technique which was employed can be illustrated by describing the analysis to which three
of 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 district.
Passengers carried numbered 15,988, in and out combined, during an average business day in November, 1940. Approximately 50% of passengers originated between the
end 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 advantageously
over 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. The
maximum load point for the line is Valley Junction. Check on July 24, 1941, shows 879
for 23 trips, or 38.2 passengers per trip.
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 to
operate over the parkway. It would also be desirable to operate the bus line over the Colorado, 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 is
shown the route the transit line takes and all the parkways over which the route might be
routed. 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 the
major streets that are crossed. 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, Broadway Place, and South Broadway, to
Athens Way and 116th Street.
Passengers carried, in and out combined, numbered 18,285 during a normal business
day 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 transfer 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 from
end of line to provide local service to Florence Avenue and then express between Florence
Avenue and downtown Los Angeles and present route between Florence Avenue and downtown to be retained to provide local service.
The graphic analysis of this route is shown on Figure 8.
Line "F"-East
This line provides service along Main Street, Jefferson Boulevard, Grand Avenue, Santa
Barbara, Hoover, private right-of-way, and Vermont Avenue, to 116th Street.
I
TOWNSEND
Ii'
IV
TQ1tWNSINO
~f
4S
EAGLE
ROCK BLVD.
"
YOSEMITE
YOSEMITE
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BLVD.
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GENERAL NOTES.
"5"'LINE
EAGLE ROCK BRANCH
TOTAL,s
0'"
EAGLE IItOCK
WO'YO" VEHICLE
'W'LIHE
,Ja-JI
.1'
170
ENT.c..e.o,
6.56&
EI\IT. C,"D,
UN
1
"ARK
SURVEY
ON
7 .5'1
IUI
TO [NO 0'
LINE
72.14
11201
J....
'1101
IHaouH"O-"ON~
ZII
OUTBOUN~""
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INBOUNO
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:;
'57
"
,&
I.'
'.2
loaTH
'00
.$T,
Il4
113TH
10lTH 5T,
106TH ,sT.
CENTURY
".'"
,",
.4TH
taTH ST.
COLDEN
132 '4TH ST.
127 1151 H-
ST.
2.
I.
15
71 a8n~ ST.
::~I
MANCHESTER
"
,.
17
JI.
79TH
.sT.
'0
2'
22
108TH
ST.
loeTH 5T.
I004TH
ST.
lOlt.lO ST.
98TH
ST.
COL.DEN
,ATH ST.
.I5T
7.5TH Sf.
'LORENCE
ST.
eaTH 5T.
UNO
ST.
ST.
>0
61TH
laTH
57.
CAGE
sr-
615T
51TH
H-
54TH
92 52tr,j0 PL,
J2
"
'01
JJ
"'
2J5J
Ill'
.0.
.,
2527
40
It
Z54'
2670
an .
270
'24
JO
710
2790
90
7.'
ADAM,S
PL.
4'TH
5T.
47TH
PL.
ST-
"c ~~
~~
~
00
..
i~
0
;;: :-
pc.
Jr-
"'TH
VERNON
H-
OF
.,
!l
96TH
.,
H
ST.
1>2
-'J}
223
MANCHESTER
Jt
J8
J7
3
79T1-l ST,
tJ
..
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~AS.U.NCEIU
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0
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~~
ST.
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A.8 MAIN
.1
21
6.lAC
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..
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JEffERSON
31
71
ST-
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2aTH
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o .,
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GENERAL
NOTES,
TOTALS
IN!lOUND FROM
II 8TH
OUTBOUND TO
"6TH
STo
VEHICLE
CAR
'oJ"
LINE
PASS.
.5T.
ST.
PASS.
ON
FROM
ENT.
"'A1N
ON
.s-T;.
OFF
ON
3255
921t
.906e
EMT.
HAWTHORNE
581 I
50J2
3,)51
FLORENCE"
2731
CAR
MAIN
248""
25",e5
SURVEY
PASS.
FAOW
&.
TO
, 570
79.s3
118TH ST.
-0'" &-- Jt
510<1
l:5e"
54TH A CRENSHAW
IItTH .5T.
5"1 I
Ji515
C.B,O.
"7'
ST.
WAIN
"8'
"F-
9127
"7'LINE
IotOrOR
9107
190
"
89.56
ADA'" 5
"
'0
e"Ja
4670
Sf215T
ST.
100 WA3HINGTON WASHINGTON '2
20
2~ 17TH
I~TH .5T.
ST,
ST.
8615
,sANTA BARBARA
28
30TH
21ST
,.
OJ
'0'
f2
ST.
ST.
ST,
2'
VERNON
36 30TH
.35 2.TH
ADA S
ST,
2'
2.
!eTM
51ST
ll3
.5T.
70
.J
usn
J2NO
23RD
~'4
.624
22.
ST,
STo
"I
SLAUSON
2e 32tfO
.30 ZJAD
ST,
3.'
43RD
OT,
"2ND
8't1I"& , .sT.
57,
I5T
sd1 PL.-.5~s).,SA..ARBARA
JaTH ,sT.
2"0
39
~25'
THOU.sANDS
4ISTH
33
Jail
ve:Nlce
'7
5
'.0
56 ADAW,s
119'
"
'OJ
ST,
49TH
27 0
3033
OU
109
56TH ST.
ST.
<49 ~
30
fTO
CENTURY
"
2.
2.0
201
ST.
2111
292'
20
,,.
515,.
.70
I
,
..
57,
SJRO
64 "JRO
24CO
2432
10'
'0"
57
IOilTH
5T.
J"
vu
JEffERSON
..
.....
..
207
51ST
120 .7TH
1540'
.....,
;0
ll.
57,
SLAUSON
IS.
201
n.
15.
'34
77TI't ST.
7$TH ST.
ST,
ST.
"'AIN
"
,.7
,
PL.
aOTH
51
';'
'LORENCE
ST.
1502
U50
22'
"5
CENTURY
211
19TH ST.
23
IIOTH ST.
84TH
'5
ST.
MANCHESTER
302
"
~
~
5T.
IIZ"1J-(
OJ
~.
~.
H'
ST.
112TH 6T.
1l0TH ST.
126 IMTH
iJ
'UPERIAL
tt.APERIAL
END
OF
L IHE
3.57
INBOUNO-ON.
OUTBOUND-OF".
5 I
J.9~ INBOUND,
3,8% OUTBOUND.
15,.s%
INBOU
17,7%
OUTBOUND
N0
Passengers carried, in and out combined, numbered 12,851 during a normal business
day in November, 1940. Approximately 50% of passengers originated between the end of
the line and the intersection of Eightieth Street and Vermont Avenue. Principal transfer
point is the intersection of Grand Avenue and Jefferson Boulevard. However, approximately 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 service.
San Pedro via Dominguez
Line .
This line provides service along San Pedro, Olympic, private right-of-way through Compton, to Dominguez Junction (Alameda Street), private right-of-way along Alameda Street to
Lomita Boulevard, Wilmington, private right-of-way to "B" Street, "B" Street, and private
right-of-way along Wilmington-San Pedro Road to Pacific Avenue, San Pedro, and San Pedro
Station, Fifth and Harbor Boulevard.
Passengers carried during June, 1941, numbered 128,820. Point of maximum load is
Compton, where on 42 trips there were 1,658 inbound passengers July 24, 1941-an
average of about 40 per trip.
Origin and destination checks may indicate routing San Pedro passengers over Harbor
Parkway in express 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 entrance to the Central Business District should have special detailed consideration since such
routing closely approximates the present surface route.
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 inbound passengers originated between that point and the end of the line, and for most of them
there would be a substantial reduction in travel time for their daily trips.
The graphic analysis of this route is shown in Figure 9.
Los Angeles-Long
Beach Line
This line provides service along San Pedro, Olympic, private right-of-way to Watts,
103rd Street, private right-of-way through 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 is
Compton. On 51 trips, July 24, 1941, there were 2,970 passengers inbound at that pointan average of 58.2 passengers per trip.
Long Beach Parkway closely parallels the present route of this line. This line, as well
as 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 required to determine access facilities to the Parkway at various points.
to Cahuenga
Parkway-West
Rail transit
None.
Sepulveda
By-Pass
to Vermont
lines affected:
Parkway-Pico
to Inglewood
Parkway
Parkway
Parkway
Parkway
Rail transit
None.
Glendale
lines affected:
Parkway
Rail transit
None.
Allesandro
lines affected:
Parkway
Parkway
Parkway
Parkway
Parkway
Parkway
Line.
by
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24HR.S. 1940 .
Ie.
1113&.
(LAST 2 srOP$)
,....
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0
traffic
data
are available
as shown
in Tables
following
lines:
Line 12"_Belmont
Avenue
This line provides service along Hill Street, Sixth, Flower, Third, Columbia,
Second,
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 the
Santa Monica Parkway, but local requirements
may indicate
retention
of approximately
the present
route.
Loma
Line "44"-Beverly
Boulevard
Line 147"_East
Ninth-Whittier Boulevard
Eighth, Central
Boulevard,
and
can be formpresent
route
Street
Boulevard
Boulevard
This line provides service along Hill Street, Eighth, Union Avenue, and Wilshire Boulevard.
No traffic details are as yet available from which a definite suggestion
can be formulated as to the use of parkway routes by this line.
The line will intersect
the Santa Monica Parkway in Beverly Hills. Passengers
from
the western section of the line could have their travel time substantially
reduced by routing the line over the parkway to downtown Los Angeles.
If this should be found to be desirable, access facilities
would be provided in the vicinity of the intersection
of Wilshire
Boulevard and Santa Monica Boulevard.
Line 190"-0Iympic
This
line is routed
Boulevard
via Hill Street
and Olympic
Boulevard
to Spaulding
Drive,
Beverly
Hills.
No traffic details are as yet available from which a definite suggestion
can be formas to the use of parkway routes by this line.
The present
route closely approximates
the location of the Olympic Parkway from
a point about midway between Crenshaw Boulevard and Western Avenue.
Passengers
from
the western section of the line beyond that point could have their travel time substantially
reduced between there and downtown
Los Angeles by routing the line on the parkway.
If
this should be found to be desirable,
access facilities would be provided in that vicinity.
ulated
Line
Boulevard
Line
This line is rol"lted via Hill, Sixth, Olive, Fifth, Fremont Avenue, Second, Beverly Boulevard, Santa Monica
Boulevard,
Beverly Drive, Canon Drive, to and west on Sunset Boulevard, Roosevelt
Highway,
to Castellamare
Beach.
Passengers
carried during June,
1941, numbered
10,577.
Point of maximum load is
La Cienega
Boulevard
and Beverly Boulevard.
Line carried about 14 passengers
per trip.
Since the line is 24 miles long from the Hill Street terminal, and maximum load point
is 8.5 miles out, it is interurban
in operation
and time required to make the trip can be
reduced by operation
via Santa Monica Parkway between downtown Los Angeles and Beverly Hills.
Los Angeles-Newport-Balboa
Line
This line operates via Fifth Street, Maple Avenue, Sixth, Boyle Avenue, Eighth, Olympic, Telegraph
Road, Lakewood
Boulevard,
Highway
101, to Newport
:Junction,
then
Coast Boulevard,
Central Avenue, Ocean and "I" Street to Central Avenue.
Passengers
carried during June, 1941, numbered
12,356.
No definite maximum
load
point has been determined
but inbound checks show an average of 30.0 passengers
per
trip.
The present route closely approximates
the Santa Ana Parkway from a point between
Downey Road and Eastern Avenue southeastward.
Since the line is some 45 miles long,
in character.
it is interurban
the above point to downtown
best served by utilizing the
Los Angeles-Garvey
Avenue-San
Bernardino
Line
This route extends from Fifth and Los Angeles Streets via Los Angeles to Aliso, Ramona Boulevard,
Garvey Avenue,
Highways 99 and 70, Fifth Street, Gordon, Third, Garvey Avenue,
Cucamonga
Avenue,
Alexander,
private right-of-way,
First Street, Mills Avenue, Arrow Highway, San Bernardino
Road, Foothill Boulevard,
Mount Vernon Avenue,
Third Street, to San Bernardino.
Passengers
carried during June,
1941, were included with the Valley Boulevard line
and totaled
185,597. There was an average of 20.1 passengers
per trip inbound on this
line, and 26.5 per trip on the Valley Line, July 24, 1941.
Los Angeles-Valley
Boulevard-Redlands
This route operates over Los Angeles Street, Aliso, Lyon, Macy, Mission Road, and
Valley Boulevard through
Alhambra,
San Gabriel, EI Monte, Bassett, Puente, to Pomona,
and on to Redlands.
Both these lines may need to be retained along present routes. Through
passengers
will, no doubt, be handled on the Ramona Parkway.
Further traffic data will be required
to make possible definite
plans.
Los Angeles-Sunland
Line
This line provides service along Los Angeles Street, Sunset Boulevard,
Castelar,
North
Figueroa, Avenue 26, San Fernando Road, Glendale Avenue, Verdugo Road, Canada Boulevard,
Verdugo Road, Montrose Avenue, Honolulu Street, La Crescenta Avenue, Pennsylvania Avenue, Foothill E3oulevard, to Russett Avenue and Sunland.
Passengers carried during June, 1941, numbered
68,031.
No definite
maximum
load
point was established,
but inbound checks of 34 trips July 24, 1941, show an average of 23 passengers per trip.
Present route of this line closely approxi mates the proposed Glendale Parkway.
Future
routing might possibly be desirable via Glendal e, Allesandro,
and Riverside Parkways.
Definite plans must await more traffic data and fu rther study of the route.
Los Angeles-Santa
This
Ana Line
at this time.
be considered
only as a progress
report.
Because of the limited
available or which could be obtained, only general conclusions
could
in which coordination
can be accomplished
is indicated in the foredegree of coordination
must sti II be determined.
A comprehensive
of mass transportation
facilities and parkways can be drawn only
of the present transportation
characteristics,
the riding habits of the
and the facilities available.
Other matters that need further study are the type of conveyance
the parkways for the mass transportation
of people, the points of ingress
ner of loading and unloading at transfer points-whether
this be done
or at the surface street level. The Rapid Transit
Design Division of the
ing has given considerable
study to the matter of ingress and egress
suggestion
is shown on Figure 10.
Because it is unlikely
and because each parkway
studied individually
at the
the transit lines, both bus
liJ
III
IQ
t)
:"etl5 LaniNG
PARI~
J[
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BUS lOADING
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Rapid
FIG. 10
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