º : º: S S g S I Gº u t ent of park E- 32 e WG | Volum de ____） --------------------___---,… …）. �© l/ſº ſºft/ ſhifts, l 8 } 7 * . . º ºft.* º: : Ş. - p a r k in g sur we y PITTSBURGH, PENNSYLVANIA c e n tº r a b u s i n e s s d i s t r i c t JULY 1955 development of parking needs Volume I PREPARED FOR PUBLIC PARKING AUTHORITY OF PITTSBURGH BY * (vº (º) WILBUR SMITH AND Associates, 265 CHURCH STREET, NEW HAVEN, connecTICUT Transportatios Library – º 'M//a, Smith and –4 orial, TRAFFIC e PARKING e TRANSIT e HIGHWAYS 26.5 CHURCH STREET //w Jºhan, Conn. - August 5, 1955 Mr. George G. Main, Chairman Public Parking Authority of Pittsburgh 200 ROSS Street Pittsburgh, Pennsylvania Dear Mr. Main: We are pleased to submit this report on motor vehicle parking in the central business district of Pittsburgh. The work was undertaken in accord with our agreement dated March 21, 1955. This report contains data on parking characteristics and needs and is designated as Volume I of the total report. Recommendations relative to the development of specific sites will be presented in a supplemental report, Volume II. It is apparent from the data contained in this report that additional off-street parking is needed to meet parking demands in Pittsburgh. There is a present deficiency of approximately 2,400 spaces, and it is anticipated that this de- ficiency will increase to approximately 7,000 spaces by 1965 unless new parking facilities are provided. During this study, excellent cooperation and assistance was received from many agencies and individuals in the City. We are especially grateful for the help given by City and County Departments, and by the State Department of Highways. The private operators of parking facilities also contributed substantially to this study. We have been much impressed by the thorough and sincere manner in which the Parking Authority is approaching its problems and is planning its work. Important strides have been made in formulating and directing the parking pro- gram. It is apparent that city officials, business leaders, merchants, and others are ready and willing to support a vig- orous expanded program. We are pleased to have had a part in your activities. We trust that the material and recommendations furnished will assist in providing additional parking so vital to Pittsburgh. Respectfully submitted, Wille, 5: 52ark WSS:ecſ WILBUR S. SMITH. : *~- ; *-| r : CITY OF PITTSBURGH Mayor DAVID L. LAWRENCE CITY COUNCIL THOMAS J. GALLAGHER, President JOHN F. COUNAHAN BENNETT RODGERS CHARLES F. DINAN EMANUEL F. SCHIFANO PATRICK T. FAGAN FREDERIC G. WEIR PAUL F. JONES A. L. WOLK CITY TRAFFIC ENGINEER MICHAEL J. GITTENS PUBLIC PARKING AUTHORITY OF PITTSBURGH GEORGE.G. MAIN, Chairman FREDERIC G. WEIR JOHN E. REYNOLDS D. S. DONKIN JOHN P. ROBIN WILLIAM R. B. FROEHLICH Eacecutive Director l ! •º- | ; l --- . l ag--- | * º \: w TABLE OF CONTENTS Chapter Page Chapter Page I. Introduction – 1 Walking Distances 32 Public Parking Authority of Pittsburgh — 2 Trip Origins and Home Addresses 34 Purpose and Scope of This Report 4 Survey Area 5 IV. Parking Demands and Needs 37 Field Studies 5 Major Generators 37 - Walking Distances to Blocks of Destination - 40 II. Available Parking Spaces 7 Parking Demands 40 /* Off-Street Lots 7 Parking Surpluses and Deficiencies 42 Lot Rates - 8 Garages 11 V. Future Parking Demands and Needs 48 Garage Rates 12 Population Trends 48 Curb Spaces 13 Traffic Trends 49 Trends in Parking Spaces 13 New Developments 50 t Parking Demands -º-e 52 III. Traffic and Parking Characteristics 16 Cordon Count 16 VI. Policy Considerations 56 Daily Variations 16 Parking Needs 56 Parking Accumulations 18 Administration 57 Arrival Time 20 Municipal Regulation of Parking Facilities — 57 Location of Parking -- 20 Integration With Other Improvements - ----__ 58 Trip Purposes 28 Appendices 59 LIST OF FIGURES Figure Number Page 1. Survey Area 3 2. Off-Street Parking Facilities 9 3. Off-Street Parking Spaces 14 4. Traffic Entering and Leaving Survey Area — 17 5. Daily Traffic Variations 18 6. Accumulation of Parkers 19 7. Destinations of Motorists Parking in Seven Lots 25 8. Destinations of Motorists Parking at Four Garages - 27 9. Trip Purposes of Parkers 30 10. Cumulative Duration for Various Trip Purposes 32 11. Cumulative Walking Distances for Various - Durations 33 12. Trip Origins of Parkers 36 13. - Major Parking Generators 38 Figure Number Page 14. Parking Location of Motorists 39 15. Average Walking Distances 41 16. 1955 Parking Demand 43 17. 1955 Parking Space Surpluses and Deficiencies. 44 18, 1955 Parking Supply and Demand ... 46 19. Population and Vehicle Registration Trends ------ 49 20. Proposed New Developments - 51 21. 1960 and 1965 Parking Supply and Demand sº em -- * * *- 54 APPENDICES FIGURES A. Survey Area Block Numbers ... . . 61 B. Zones Established Within the City of Pittsburgh 70 C. Zones Established Within Allegheny County -------- 71 D. 1955 Parking Space Surpluses and Deficiencies. 95 | | l *...--º: : : |* LIST OF TABLES Table - Number Page I. Available Parking Spaces 7 II. Practical Capacities of Off-Street Facilities ---- 10 III. Rate Schedule for Short-Time Facilities - - - - 12 IV. Trends in Available Spaces 15 V. Accumulation of Vehicles in Commercial Lots-- 21 VI. Time of Day Parked and Trip Purpose --------- 22 VII. Parking by Type Facility 22 VIII. Turnover Rate in Commercial Lots ------------ -- 23 IX. Daily Variations of Two Garages 23 X. Type Parking and Trip Purpose 24 XI. Trip Purposes of Four Garages 26 XII. Usage of Parking Facilities 28 XIII. Duration and Type Parking 29 XIV. Comparison of Trip Purposes 29 XV. Duration and Trip Purpose 31 XVI. Trip Purpose and Walking Distance - --_-__- 31 XVII. Type Parking and Walking Distance -------------- 34 XVIII. Trip Origins and Home Addresses of Parkers. 35 XIX. 1955 Adjusted Supply and Demand ---------_- 45 Number Page XX. Population Growth 49 XXI. Projected Supply and Demand 55 APPENDICES TABLES A. Available Parking Spaces 62 B. Accumulation of Parkers 64 C. Time of Day Parked and Trip Purpose - - - 65 D. Duration and Type Parking 66 E. Trip Purpose and Duration of Parking 67 F. Duration of Parking and Walking Distance --- 68 G. Trip Purpose and Walking Distance ---- - - - 69 H. Type Parking and Walking Distance -----------__ 69 I. Trip Origin and Sector of Destination ------------- 72 J. Home Addresses and Sector of Destination —-- 75 K. Block of Destination and Walking Distance 79 L. Block of Destination and Trip Purpose ---------- 84 M. Block of Destination and Duration ------------------ 89 N. Parkers Destined to Major Generators ----------- 94 O. 1955 Parking Supply and Demand .__ 94 T º | | | I i Chapter I INTRODUCTION During the past ten years unprecedented demands for parking spaces have resulted from increased vehicular reg- istration and use, and the continued expansion of economy in most cities. The parking supply has been inadequate and planned programs of parking have been used in many instances to overcome the increasing deficiency of spaces. It has been found, however, that as new spaces were added the parking demand sometimes increased. A key factor has been the new, attractive facilities well located with respect to the parkers’ destinations and traffic accessi- bility. The actual number of people arriving downtown by transit has decreased while the popularity of the automobile has shown marked increases. Present trends indicate that this condition will continue, especially as highway accessi- bility is improved. The outlying areas are increasing in population at a faster rate than the cities and often fre- quent transit service is not available in these areas. The automobile has greatly reduced travel times bringing these areas closer to downtown. As in other cities, the great majority of parking spaces in downtown Pittsburgh have been developed by private enterprise. These spaces are mostly in parking lots which are not necessarily permanent as the facilities can easily be converted to other land uses. This is an important fac- tor in the consideration of the parking supply, since ex- pansion of the Pittsburgh central business district, unlike many other large metropolitan centers, is seriously re- stricted in area by the Allegheny and Monongahela Rivers on two sides and severe terrain conditions on the third side of the Triangle. Only two choices are available for new Page One construction; demolition of present buildings or utilization of vacant land which must be devoted to parking areas. Pittsburgh has been recognized as a leader in the re- development of the downtown area. A foremost example of its efforts is the Gateway Center located at the point of the Golden Triangle. The entire area was cleared and three skyscrapers have been constructed. As a part of the project, two garages have been developed, one of which is underground. A new state office building is presently under construction in the redevelopment area and other new structures are planned. New parking facilities will be included as integral parts of these developments. The Lower Hill Redevelopment Area, which was recently ap- proved, will extend along the eastern boundary of the cen- tral business district, and will have off-street parking pro- vided as an integral part of the development. Finally, the Mellon Square project, which includes a park on the sur- face and six parking levels underground, has been virtually completed in the heart of the downtown area. All these projects are the culmination of the combined efforts of civic and business interests. Public Parking Authority of Pittsburgh Since the creation of the Public Parking Authority of Pittsburgh” in 1947, a well planned and concerted program of parking has been initiated. It was realized that private enterprise was not providing sufficient parking spaces to meet the ever-increasing parking demands. The Authority, consisting of five members in addition to the executive di- rector and staff, has been delegated broad powers including condemnation rights and revenue bond financing, to assem- ble land parcels and develop permanent parking facilities. As depicted in Figure 1, three garages have been con- structed and two more will be completed in the immediate future. Two garages, Boulevard Garage and Third Ave- nue Garage, having a total of 1,464 spaces were opened in 1952. Both facilities were leased by the Parking Au- thority for private operation and the usage has steadily increased. The Mellon Square Garage was developed by a private corporation on land leased (38 years) from the Parking Authority. It is located in the heart of the critical area of deficient parking spaces. The 890 parking spaces in this facility are contained in six underground levels. It was opened during the first part of 1955. Two additional garages, having a total of 1,392 spaces, will be opened in the near future and long-term lease agreements have *Act of the General Assembly No. 208, Commonwealth of Penna., ap- proved June 5, 1947. (P.L. 458.) L L Page Two T | A L L E G H E W y i - SECTOR BOUNDARY (5) SECTOR DESIGNATION PUBLIC PARKING AUTHORITY FACILITIES o BOULEwARD GARAGE THIRD Ave NUE GARAGE MELLON SQUARE GARAGE ºf site "Y" lot ALLIES GARAGE (UNDER CONSTRUCTION) DIAMond STREET GARAGE (UNDER consºr Ruction ) SURVEY AREA CENTRAL BUSINESS DISTRICT P|TTSBURGH , PA. |M/. S. and Lºal. 1955 F| GURE I Page Three been completed between the Parking Authority and one of the major department stores.” Finally, a parking lot, Site Y, located at Ninth Street and Penn Avenue, is owned by the Parking Authority and a garage structure is contem- plated for this site. In developing the above parking facilities, marked suc- cess has been achieved by cooperation between the various civic agencies and business interests. All of the garages have proven to be sound financial ventures. Purpose and Scope of This Report The City of Pittsburgh realized in the early stages of the automotive age that highway and terminal facilities were the key to the economic health of the community. Sev- eral parking surveys have been made of the Golden Tri- angle with the most recent full-scale report being com- pleted in 1945. In the report, “Parking Study of the Pitts- burgh Central Business District”, prepared by the Pitts- burgh Regional Planning Association, parking needs were determined, specific sites were selected for development and many administrative recommendations were presented. It was concluded that a Parking Authority was needed to coordinate the ambitious program. Soon after the Parking Authority was established, a private consulting firm was engaged to study the parking needs. Six garages were recommended for development. In developing the program, many additional studies have been made pertaining to specific sites. During the ten-year period from 1945 to 1955, many changes have taken place in the downtown area. New buildings such as the Alcoa, Mellon - U. S. Steel, and those in Gateway Center have been constructed. The parking supply has been supplemented by four major garages. Some lots have been converted to other uses. The changes in parking facilities and generators as well as parking char- acteristics were the basis for the present comprehensive parking Survey. This study was contracted for the purpose of determin- ing the present parking characteristics through extensive field studies, and derivation of present and future parking demands and needs. Additional parking facilities, if needed, were to be selected and detailed physical and economic analyses presented for each. Analyses of specific addi- tional facilities are contained in Volume II. In the succeeding sections, available spaces, parking *Between the dates of data collection and publication of this report, the “Allies” Garage (528 spaces) was opened for public use. ------ |||- Page Fowr i characteristics, demands and needs are summarized and discussed. Detailed tabulations are given in the Appen- dices for each block and sector of the downtown area. This report is intended to provide the Parking Author- ity, city officials, and private interests, unbiased engineer- ing findings and recommendations. The material should prove most helpful in planning present and future expan- sions of parking facilities. Survey Area The survey area as shown in Figure 1 includes the central business district bounded by the two rivers on the north and south and a line following Eleventh Street south- west to the Liberty Street Bridge on the east. The 102 blocks included in this area have been grouped into seven major sectors according to varying land uses. Sector A includes the redevelopment area extending from the Point to Stanwix Street. The three skyscrapers of the Gateway Center are located in this sector. Parking generation is primarily confined to business and employee trips. Various types of generators are found in Sector B, including one of the major department stores and most of the leading theatres. Sector B is bounded by Stanwix Street, Allegheny River, Eleventh Street and Liberty Ave- nue. Sector C includes the area between Liberty Avenue and Fifth Avenue and from Stanwix Street to Grant Street. Many key office buildings and retail establishments are located in this area. The area is virtually completely de- veloped. The area lying between Fifth Avenue and the Boulevard of the Allies has been designated as Sector D. There are many retail generators in this area especially between Fourth and Fifth Avenues. Several important office build- ings are located in this sector. The area south of the Boule- vard of the Allies, Sector E, has many wholesale, office, and light industrial buildings. Sector E also contains the entire municipal wharf parking. The final two sectors are east of Grant Street. Sector F, which is north of Fifth Avenue, contains the new Federal Building and several other major generators. The key city and county governmental buildings are located in Sector G. Field Studies Field studies were undertaken during the months of April and May of 1955. A total of 19,983 parkers were interviewed between the hours of 8:00 A.M. and 6:00 P.M. on typical weekdays; Tuesday, Wednesday, Thursday, and Friday. This total represents about sixty percent of the Page Five 33,172 parkers utilizing spaces in off-street and curb fa- cilities, in addition to motorists parking outside and walk- ing to their destinations in the survey area. To obtain variations in parking characteristics additional interviews were made on Saturdays at twelve typical facilities. Park- ing accumulations and other characteristics were observed on Mondays when the retail establishments had late closing hours. When interviews were conducted at the various parking facilities, the parkers were questioned as to their downtown destinations, trip origins, home addresses and trip pur- poses. Time of arrival and departure was carefully noted, and the duration of parking was calculated for each parker. Walking distances were measured over the most logical route from the parking facilities to the primary destina- tions indicated by parkers. A detailed inventory of available parking spaces was made by the Parking Authority. Data were collected on capacities, rate schedules, and points of ingress and egreSS. On May 5, 1955, a cordon count of traffic entering and leaving the central business district was made by the Bu- reau of Traffic Planning of the City of Pittsburgh. This study was made between the hours of 8:00 A.M. and 6:00 P.M. Continuous traffic volume counts were made through- out the interviewing period at several locations within the survey area. Additional valuable information was Sup- plied by various city, county and state agencies. Each interview was coded and mechanical tabulating procedures were used to summarize the data. All data were carefully adjusted to represent a typical weekday by expanding the interview sample of each parking facility. r - L L L Page Sia: : : : Chapter II AVAILABLE PARKING SPACES From the parking space inventory, including curb and off-street facilities, it was determined that there is a total supply of 14,830 spaces. Of the present supply 14,262 or 96 percent are off-street spaces, with only 568 or four per- cent curb spaces. Most of the curb parking throughout the business district has been eliminated to provide street ca- pacities to accommodate the increasing vehicular volumes. Much of the curb footage is necessarily consumed by load- ing zones and similar uses. A tabulation of available park- ing spaces is presented in Table I. It should be noted that two garages presently under construction will add 1,392 spaces to the present supply. Block by block tabulations of available spaces are given in Table A of the Appendices. Off-Street Lots The parking lot supply, 8,160 spaces, represents 55 per- cent of the total spaces. Seventy commercial lots furnish 6,701 spaces, while 1,459 spaces are provided in thirty-three AVAILABLE PARKING SPACES Type Off-Street Private Lots Commercial Lots Garages Sub-Total Curb Ten Minute Limit Thirty Minute Limit One Hour Limit Sub-Total Total Spaces Garages Under Construction TOTAL TABLE I Nuffmber of Spaces 1,459° 6,701* 6,102 14,262 283 91 194 568 14,830 1,392 16,222 *Lot Spaces based on practical operating capacity. Page Seven private lots. All of the lots are open for parking between the hours of 8:00 A.M. and 6:00 P.M. One space provides ten Space-hours of parking time during that period. There- fore, theoretically, 81,600 space-hours are available in the off-street lots. The distribution of lots is shown in Figure 2; the practical capacity of each lot is presented in Table II. From the figure it can be seen that these facilities are well distributed throughout the survey area with the ex- ception of the core of the central business district. Land costs in this area make parking lot development very un- likely. The lots located adjacent to the core area are used primarily by short-time parkers while those on the extrem- ities are utilized almost exclusively by the all-day parkers. While the use of the lots, as discussed later, is reason- ably good, many are unattractive and are not conducive to high turnover because they are poorly located with re- spect to short-time parking demands. - Many of the present lots have no guarantee of perma- nency, and following past trends, will undoubtedly be con- verted to other uses in the future. This should be espe- cially true of the lots located adjacent to the heart of the business area where the land is very attractive for busi- ness development. The confinement of the business dis- trict, by natural boundaries, greatly limits the amount of vacant land suitable for parking lots. New buildings and non-parking uses are already contemplated for many areas now used for parking. This trend is emphasized by the modest increase of only 253 commercial lot spaces in the area during the past decade. Some of these spaces are lo- cated in the redevelopment area at the Point and will be abolished as planned new structures are developed. There- fore, it appears logical to assume that the total spaces found in off-street lots will not materially increase in the future. Lot Rates Parking fees for off-street lots vary widely. They range from twenty-five cents to fifty cents for one hour of park- ing. However, over 60 percent of the short-time facilities charge thirty-five cents for the first hour and fifteen cents for additional hours, with varying maximums. Rate Sched- ules for the short-time parking facilities are given in Table III. The all-day, or long-time spaces are at a premium near the core area unless the parker is willing to pay high fees for the privilege of parking near his destination. Rates in many lots adjacent to this critical area reach a high of $2.00 for all-day parking. These facilities are operated primarily to serve short-time parkers. The rates are lower at the fringes of the area. For example, the rate of thirty- five cents per day is charged at the Municipal Wharf. l ! Page Eight T º -v-E. -- - - Idºl L-BERTY LIBERTY º - 4 º' - 24 E. * aw E. encº º % C G ** Tº tº Ø wºule *= -- FACILITY FACILITY NUMBER TYPE | - 70 COMMERCIAL LOTS 7 |-|O3, PRIVATE LOTS IO-3-1||3 GARAGES || 4 - ||8 UNDERGROUND GARAGES |9 8, 120 GARAGES UNDER CONSTRUCTION NOTE . CAPACITIES LSTED IN TABLE TL ---------- F--- OFF-STREET PARKING FACILITIES CENTRAL BUSINESS DISTRICT P|TTSBURGH, PA. lſ/l. Sailſ and Lºal. 1955 FIGURE 2 Page Nine TABLE II PRACTICAL CAPACITIES OF OFF-STREET PARKING FACILITIES COMMERCIAL LOTS *Facility No. . Capacity Facility No. Capacity Facility No. Capacity Facility No. Capacity 1 475 19 136 37 45 55 81 2 70 20 45 38 70 56 40 3 50 21 71 39 40 57 44 4 600 22 87 40 55 58 28 T 5 165 23 153 41 700 59 45 | 6 100 24 72 42 28 60 100 I 7 85 25 200 43 35 61 25 - 8 102 26 52 44 40 62 75 L 9 95 27 161 45 15 63 35 - 10 37 28 113 46 65 64 105 L 11 60 29 150 47 40 65 18 - - 12 24 30 28 48 70 66 25 L 13 54 31 45 49 120 67 124 ** 14 . 24 32 55 50 75 68 70 l 15 44 33 100 51 80 69 150 16 25 34 45 52 62 70 265 I 17 20 35 110 53 26 mºr-- 18 162 36 26 54 64 I , ºlrwº *Facilities are shown in Figure 2. %- * Page Ten |ºx TABLE II — Continued PRACTICAL CAPACITIES OF OFF-STREET PARKING FACILITIES -----ex ~... ſ."- - - - PRIVATE LOTS GARAGES UNDERGROUND GARAGES *Facility No. Capacity Facility No. Capacity *Facility No. Capacity *Facility No. Capacity 71 120 88 18 104 708 114 250 72 35 89 15 105 220 115 890 73 135 90 10 106 500 116 200 74 135 91 12 107 737 117 140 76 45 93 10 109 727 # * * * * * ~~~~~ *GARAGES UNDER CONSTRUCTION 11 0 - 79 101 96 40 1 5 * 80 g-º-º: 97 36 112 500 119 528 81 26 98 100 113 650 120 864 82 35 99 13 83 28 100 6 84 9 101 20 85 16 102 20 *Facilities are shown in Figure 2. 86 7 103 20 87 30 Garages garages under construction will provide an additional 1,392 Presently there are fourteen garages with a total ca- off-street parking spaces. Four of the garages, including pacity of 6,102 spaces in the survey area, see Figure 2. the recently completed Mellon Square Garage, are under- These facilities provide 61,020 space-hours of parking. Two ground structures. Garage capacities are given in Table II. Page Eleven TABLE III RATE SCHEDULE FOR SHORT-TIME FACILITIES Length of Time Parked Rate One Howr Two Hours Three Hours Cents Lots Garages Lots Garages Lots Garages 25 3 *- -*sº *mº - *- 30 3 gº- - *sº - tº- 35 33 6 2 -* - cº- 40 7 gº- 3 *mºnº 1 — 45 gººm- — 2 1 tº- tº- 50 5 3 30 5 3 — 55 ºs- ==- 2 -*- - Gº- 60 *- *- 4 1 6 — 65 *- *- 5 2 15 5 70 *- e=ºmº -º *sº 3 — 75 º- *- 3 - 13 1 80 *== mºmºmº- -* *s *-ºs. 1 85 — — * -*º- 6 1 TOTAL 51 9 51 9 47 8 Like parking lots, garages are dispersed throughout the area. It is significant to note, however, that there are no major garages located on the northern or Allegheny River side of the study area east of Stanwix Street. Following recent trends, the Mellon Square Garage pro- vides for customer parking. Customer parking has some distinct advantages over attendant type parking. Operat- ing costs are greatly reduced, peak-hour delays when leav- ing garages are avoided, and motorists are privileged to lock their vehicles, to name only a few. There are, how- ever, disadvantages in customer type garages since more liberal dimensions are required which reduces parking ca- pacity and rush hour aisle storage is prohibited. Where possible, new garages should be planned to allow either attendant or customer parking. The flexibility of such systems are highly desirable. Garage Rates Parking fees charged by garages in the survey area are similar to the rate existing in parking lots. Most ga- rages designed to attract short-time parkers charge thirty- five cents for the first hour and fifteen cents for each additional hour with certain limitations. A short-time ga- rage rate schedule is presented in Table III. : ! l .*- Page Twelve | Curb Spaces Within the survey area there are only 568 spaces avail- able at the curb. More than 50 percent of the curb spaces, 291, have ten minute time restrictions between the hours of 9:15 A. M. and 4:30 P.M. A total of 91 spaces have a 30 minute time restriction and 194 are limited to one-hour parking. From 8:00 A.M. to 6:00 P.M., only 4,400 space hours are provided by curb spaces, as compared with 142,- 620 space hours available in off-street facilities. The spaces restricted to ten minute parking are used primarily for cus- tomer loading and unloading. Over 50 percent of the mo– torists utilizing these spaces cannot actually be classed as parkers since their stops are only momentary and they do not leave their vehicle. - Trends in Parking Spaces Including the two garages under construction, there has been a net gain of 4,476 parking spaces since 1945. As shown in Table IV, there has been an increase of 4,850 spaces in off-street facilities; however 374 curb spaces have been lost for parking during the same period. The number of spaces in lots and garages for the years 1945 and 1955 are shown graphically in Figure 3. The lot capacities are based on 200 square feet per space so that comparable val- ues could be derived. Gains in off-street spaces have been realized in all Sec- tors. Most noteworthy are Sectors A and D where over 1,000 spaces have been added in each. Sector A is the re- development area, including the Gateway Center, and the two garages under construction are located in Sector D. Total garage spaces have increased from 4,169 in 1945 to 7,494 spaces in 1955. The five garages developed by the Parking Authority during the past four years contain 3,746 Spaces. Only 253 spaces have been added in commercial lots; however, there has been a net gain of 1,272 spaces in pri- vate lots. Several large private lots have been established in the redevelopment area, which are temporary. As previ- ously mentioned, it is not anticipated that the number of spaces in parking lots will increase but will probably de- crease in forthcoming years. As the parking demand in- creases, needed spaces must be added by developing perma- nent parking structures. Curb parking has been virtually eliminated in the down- town area during peak traffic hours. The loss of almost 400 curb spaces since 1945 is indicative of the additional traffic lanes needed to accommodate the increasing traffic volumes through the central business district. Further re- strictions will become necessary as traffic volumes continue to grow. Page Thirteen P-L - PR v ATE LOTS G - GARAGES -2000 SPACEs. -10-0 o 1945 Ø 1955 (D) SECTOR DESIGNATION C. L. -COMMERCIAL LOTS TOTAL SPACES SECT | 1945 1955 GAIN A 224-6 || 3,447 120 B Boo 2 º 243 c 393 || || 320 927. D 85.4 || 325e" || || 4oz E. 562 || 659 97. F 6 || 4 || 2495 97. G 1599 || || 7-08 Oº II, 58 ||6,00814,850 Loſ CAPA-TES BASED ON 200 square FEET PER space "includes two ganages under construction OFF-STREET PARKING SPACES A L L E G H E N Y 1/u. Sºul and _4_atº |945 AND |955 CENTRAL BUSINESS DISTRICT P|TTSBURGH, PA. 1955 R | V E R º : P. L. C. L. i F| G U R E 3. Page Fourteen TABLE IV TRENDS IN AVAILABLE SPACES Off - St re et F a c : l i t i e s Curb Spaces Total Spaces Sector mº º *it. ###### ~ ##### #. 1945 1955 s: 1945 1955 s: A - 64 852 1,247 1,637 935 958 2,246 3,447 1,201 172 68 104 2,418 3,515 1,097 B 8 228 1,353 1,685 529 220 1,890 2,133 243 201 138 63 2,091 2,271 180 C wº- 24 393 406 — 890 393 1,320 927 82 74 8 475 1,394 919 D 27 88 927 539 900 2,629f 1,854 3,256 1,402 215 117 98 2,069 3,373 1,304 E 155 383 1,257 1,201 150 75 1,562 1,659 97 144 119 25 1,706 1,778 72 F 25 41 839 627 750 1,817 1,614 2,485 871 73 31 42 1,687 2,516 829 G 119 54 575 749 905 905 1,599 1,708 109 55 21 34 1,654 1,729 75 TOTAL 398 1,670 6,591 6,844 4,169 7,494 11,158 16,008 4,850 942 568 374 12,100 16,576 4,476 *Capacity Used — 200 Square Feet Per Space. †Includes 1,392 Spaces in Two Garages Under Construction. See Figure 3 for Limits of Each Sector. Page Fifteen Chapter Ill TRAFFIC AND PARKING CHARACTERISTICS The characteristics of traffic and parking are major considerations in the planning of new off-street facilities. In field studies and tabulations, the principal characteris- tics which affect the selection of a particular parking site were ascertained. In this section the findings are sum- marized with detailed tabulations included in the Appen- dices. Cordon Count On May 5, 1955, a cordon count of traffic entering and leaving the central business district was conducted by the Bureau of Traffic Planning, between the hours of 8:00 A.M. and 6:00 P.M. During the ten-hour period over 200,- 000 vehicles entered and left the central business district via twenty streets and bridges. A total of 160,012 of these vehicles were passenger automobiles. The “inbound” and “outbound” passenger vehicle movements for each street are shown in Figure 4. The total ten-hour movement at five points of the cordon exceeded 13,000 passenger ve- hicles. These were Boulevard of the Allies (20,034), Lib- erty Bridge (18,994), Bigelow Boulevard (20,984), Man- chester Bridge (13,548) and Point Bridge (14,955). The combined total in and out movement using these five streets and bridges was 55 percent of the total movement. In 1947, the cordon count totaled about 132,000 passen- ger automobiles and increased to about 152,000 in 1953, a gain of 15 percent for the six-year interval. During the past two years, there has been an increase of approximately 8,000 vehicles or five percent. Daily Variations During the field studies traffic counts were made on four downtown streets. The daily variations are shown [ T T Page Sizteen : | T - - - - - - - -- - - : - 2 - | º NOTE . ToTAL PASSENGER ve. Hic-E Move MENT BAM - 6 PM, May 5, 1955 - 160,012 TRAFFIC ENTERING AND LEAVING SURVEY AREA CENTRAL BUSINESS DISTRICT P|TTSBURGH, PA. lſ/. S. and Lºal. 1955 º S.º º º - wºue as see - zsos - weastes - **** -> tº sº. -- sou RCE - Cordon count mode by Bureau of Traffic Planning, city of Pittsburgh F|GURE 4 Page Seventeen graphically in Figure 5. The weekdays of Tuesday, Wednesday and Thursday had about the same traffic movement. Higher volumes occurred on Mondays and Fri- days. As expected, the Saturday and Sunday counts were below weekday averages. With the great majority of busi- ness offices observing a five-day week, the Saturday count was lower even though the number of shoppers increased. The late-closing of stores on Mondays was also reflected in the volumes recorded. Parking Accumulations During the ten-hour interval, 33,172 motorists parked either at facilities in the area or outside and walked across the survey boundary. The latter group have been classified as “walk-ins”. At 8:00 A.M., 4,928 of the available parking spaces were occupied. As shown in Figure 6, the accumu- lation of parkers increased considerably until 10:00 A.M. with the arrival of parkers having work and business trip purposes. The peak accumulation of vehicles parked within the limits of the survey area in lots, garages and at the curbs, 15,104, exceeded the practical capacity of those fa- cilities by 274 spaces, which is indicative of the critical de- man - supply ratio in some areas. The demand for parking spaces is so great that often the operators park vehicles in the aisles and reservoir areas of the facilities. 140 T- ãoo. Ø £3 ſ. tº . solº * || || | :*|| | | | | | | || . values shown For Four downtown streets Daily IRAffle VARAtons FIGURE 5 The peak accumulation occurred at 1:30 P.M. when 17,282 parkers were within the survey limits. This ac- cumulation was four percent higher than the average of : : I | Page Eighteen 2O | 8 –|PEA accumulation-maez || V _-T | 6 AvA LABLE PARK iNG 2^ - - --- - SPACES 14,830 7 | 4 ºn ar Lil - Dr. l # 12 N Cl- C U R B AND OFF-STREET || 8 º 4. | 2 T - T- Vºlk-Ns º O I - L I I I i C. C O O O O O O C. O C. O O C O C. C. O O O O O o on C - Q – º ſo or FEET FIGURE 7 Page Twenty-five park in facilities relatively close to their destinations. In the areas where there is a critical shortage of parking spaces, the facilities were used beyond their practical ca- pacity and parkers were required to park in lots some dis- tance from their destinations. In Figure 8, the destinations of parkers patronizing four of the major garages on an average weekday and on a Saturday are depicted. It is noted that several of the major generators are reasonably near the garages. As shown, the Stanwix Auto Park Garage serves the blocks in which Horne's Department Store and the Jenkins Arcade Building are located. Most of the motorists parking in the Mellon Square Garage had destinations in adjacent blocks, especially the block containing Gimbel’s Department Store. The other two facilities, Boulevard Garage and the Third Avenue Garage, had distributions covering large areas. Many parking generators are served by these two garages. On Saturday, the distributions remained the same except for a higher number of parkers destined to retail establish- ments. The trip purposes of parkers in four garages are given in Table XI, where interviews were made on a weekday and a Saturday. The percentage of shoppers increased con- siderably on Saturday. The two garages located across from major department stores had the highest percentage of shoppers. TABLE XI TRIP PURPOSES OF FOUR GARAGES (8:00 A.M. to 6:00 P.M.) T r i p P w r p os e s Shopping Business Work: Service or Sales Other Weekday Satwrday Weekday Saturday Weekday Saturday Weekday Saturday Weekday Saturday Facility Percent Pen-cent Percent Percent Percent Percent Percent Percent Percent Percent Stanwix Auto Park -------------- 49.1 65.0 16.4 6.1 6.0 1.6 3.2 0.0 25.3 27.3 Mellon Square Garage --------- 37.4 77.8 38.5 7.9 15.3 4.1 1.6 0.0 7.2 10.2 Third Avenue Garage ---------. 14.4 47.8 39.8 24.2 28.1 12.3 4.4 0.2 13.3 15.5 Boulevard Garage ---------------- 16.4 41.5 62.6 33.9 10.3 7.9 4.9 0.0 5.8 16.7 Page Twenty-six [. -TY";- Tº --ſº "? . -- tl º +% .: º . ; º! - –––. - - P L v. E. R. - – º'E e_1+ º - - - - - - - #E-à - ſ º – –T - - - ºr- - - C-ICD Bºº lº º 21& sº nº ICD D - - - - - |-- = - º ºr : = = FREnº sº = º º: - - - - - - - |- - - º - - - - - º - - - - - \ (3) stanwix Auto PARK THIRD Ave NUE GARAGE © MELLon square GARAge (5) Boulevard GARAGE --500 - *--soo PARKERS - ---o TYPical WEEKDA, ºr - No TE : VALUES SHOWN FOR PERIOD 8 AM - 6 PM LESS THAN 25 TRIPS NOT SHOWN DESTINATIONS OF MOTORISTS PARKING AT FOUR GARAGES CENTRAL BUSINESS DISTRICT -- - PITTSBURGH, PA. º, sº anº- lººs- Hundreds of FEE- _FIGURE - 8 Puge Twenty-seven : A L L E G H E N × R V E R = “He sº- - –12 º - - -> - - غ He sº-CD LCJCL Bet-l. - - |- - - - - º - - A -- º - -- Fr. H -- -- - - - Enº. sº - - - > - - 2. - e - u- -n. -n. - z - N. LIBERTY (3) stanwix Auto PARK THIRD Ave NUE GARAGE © MELLON square GARAGE (5) Boulevard GARAGE – 600 -o TYPICAL WEEKDAY NOTE: VALUES SHOWN FOR PERIOD 8 AM - 6 PM LESS THAN 25 TRIPS NOT SHOWN DESTINATIONS OF MOTORISTS PARKING AT FOUR GARAGES CENTRAL BUSINESS DISTRICT P|TTSBURGH, PA. |M/ſ. Sail and Lºcate, 1955 Hunt-REºs of FEET FIGURE & Page Twenty-seven The number of space-hours available are compared with Space-hours consumed in the various types of parking fa- cilities in Table XII. A total of 69,491 space-hours were used in commercial lots whereas only 67,010 practical space- hours were available. This clearly demonstrates the use of the lots beyond their practical capacities. All-day park- ers who had long durations consumed many hours of park- ing. In private lots, 88.9 percent of the available space- hours were used compared to 65.2 percent in garages. At the curbs, space-hours of those parkers who did not leave their vehicles have not been included in the space-hours used; therefore, the percent used was actually higher than that presented. TABLE XII USAGE OF PARKING FACILITIES (8:00 A.M. to 6:00 P.M.) Space-Howra Space-Howrg Percent Type Parking Used Available Usage Walk-In 16,717 tº-º-º: -º- Private Lot 12,968 14,590 88.9 Commercial Lot ... 69,491 67,010 103.7 Garages … 39,770 61,020 65.2 Curb --------------------------- 3,015 4,400 68.5 ºmºmº-mºmºsºmº TOTAL (Excluding Walk-Ins) --- 125,244 147,020 85.2 Page Twenty-eight The number of parkers using various type facilities is shown in Table XIII (see Table D of the Appendices for detailed tabulations) according to intervals of parking du- ration. In off-street facilities, the average duration in garages, 4.3 hours, was lower than the average duration in lots. Over 60 percent of the parkers utilizing commer- cial lots remained longer than three hours, which is over 7 percent higher than those in garages. Several of the large commercial lots are used primarily by all-day parkers. As expected, about 75 percent of the motorists using private lots had durations which exceeded three hours since most of these lots are for employee use only. Trip Purposes A comparison of trip purposes is presented in Table XIV for Pittsburgh and four other cities of comparable size. About three-fourths of the parkers had either work or business as their primary trip purpose. The percentages in Pittsburgh coincided closely with those of the other cities. Only 12 percent were shoppers in Pittsburgh and Cleveland, Ohio, as compared to 11 percent in Buffalo, New York, and 15 percent in Louisville, Kentucky, and Kansas City, Missouri. Conceivably, many of the people having the other three trip purposes, shop while in the downtown area. -- - |; -- : T # ſ i - - !-4'ſ - -- - ; - - -|ſºº - . : : | I sºr- º : --- TABLE XIII DURATION AND TYPE PARKING (8:00 A.M. to 6:00 P.M.) Less Tham Type Parking Nami.""Fºrcent Walk-In --- ... 443 13.8 Private Lot - * * - - - - - - - - *s amº - - - - - - - - - 226 10.8 Commercial Lot 1,763 13.1 Garage 1,321 14.4 Curb 4,387 84.8 ALL TYPES ----------------------------------------- 8,140 24.5 In Figure 9, the number of parkers with various trip purposes is shown for each of the seven sectors. About two-thirds of the parkers were destined to three sectors, designated B, C and D. A total of 8,286 parkers had desti- TABLE XIV COMPARISON OF TRIP PURPOSES Shopping Business Work. Other Total City Pct. Pot. Pct. Pct. Pct. Buffalo, New York 11 51 25 13 100.0 Cleveland, Ohio - 12 38 31 19 100.0 Kansas City, Missouri ------------------ 15 40 88 12 100.0 Louisville, Kentucky —-- 15 35 39 11 100.0 PITTSBURGH, PENNSYLVANIA 12 35 41 12 100.0 1 - 3 Over 3 Nemº"ºrant Nemº"Frºnt ºr flºº, 598 18.7 2,160 67.5 3,201 5.2 Hours 340 16.2 1,531 73.0 2,097 6.2 Hours 3,391 25.1 8,344 61.8 13,498 5.1 Hours 2,836 30.8 5,048 54.8 9,205 4.3 Hours 734 14.2 50 1.0 5,171 0.6 Hours 7,899 23.8 17,133 51.7 33,172 4.3 Hours nations in Sector C which is bounded by Liberty Avenue, Grant Street and Fifth Avenue. This area has the least number of available parking spaces. All three of the prin- cipal destination sectors include major department stores and key office buildings. It is in these areas of low parking supply that the demand is the highest. The varied trip purposes require parking spaces of all types to meet the needs. About two-thirds of the shopping and business trips re- quired durations less than three hours as given in Table XV. (See Table E of the Appendices). Work trips aver- aged 6.4 hours, thereby consuming about two-thirds of the Page Twenty-nine A L L E G H E N Y º TOTAL PARKERS 27.53, (D) sector designation shop Ø Business E work | of HER" -2000 PARKERs - *includes service 500 And SALES -lood -500 o Not E. vaLUES SHOWN FOR PERIOD 8AM-6PM FOR DESTINATIONS OF PARKERS, NOT WHERE PARKED TRIP PURPOSES OF PARKERS CENTRAL BUSINESS DISTRICT P|TTSBURGH, PA. M/ſ. Sºilſ and 4-cate 1955 R | V E R -- - - Lu > ToTAL PARKERS º 7-8 4-0 - L B E R T Y Av. E. TOTAL PARKERS 25 - 9 TOTAL PARKERS 23 67 F| GUR E 9 Page. Thirty | H I | Trip Purpose Shopping. Business Work Service or Sales Other ALL PURPOSES -----------_______ Less Tham. Trip 4oo Feet Purpose Nowºmber Percent Shopping ---------- 1,304 32.8 Business ---------- 4,734 41.1 Work ---------------- 4,508 32.9 Service or Sales 238 32.7 Other -------------- 1,323 40.9 ALL PURPOSES 12,107 36.5 TABLE XV DURATION OF PARKING AND TRIP PURPOSE (8:00 A.M. to 6:00 P.M.) D w ºr a t , o n Less Than 1 - 3 Over 3 Nani.""Fºrcent Numºrºnt Numºrºnt Numºrºnt 1,014 25.5 1,618 40.7 1,346 33.8 3,978 100.0 4,336 37.6 3,387 29.4 3,800 33.0 11,523 100.0 1,231 9.0 1,760 12.8 10,721 78.2 13,712 100.0 199 27.3 255 35.0 274 37.7 728 100.0 1,360 42.1 879 27.2 992 30.7 3,231 100.0 8,140 24.5 7,899 23.8 17,133 51.7 33,172 100.0 TABLE XVI TRIP PURPOSE AND WALKING DISTANCE (8:00 A.M. to 6:00 P.M.) W a l k i ºn g D is t a n c e 4oo - 800. 800 - 1200 Over 12oo N*"Perºn N.*Forem Nwºmb *Forem N*rent 963 24.2 625 15.7 1,086 27.3 3.978 100.0 2,711 23.5 1,623 14.1 2,455 21.3 11,523 100.0 2,668 19.4 2,588 18.9 3,948 28.8 13,712 100.0 216 29.7 84 11.5 190 26.1 728 100.0 780 24.1 409 12.7 719 22.3 3,231 100.0 7,338 22.1 5,329 16.1 8,398 25.3 33,172 100.0 Dwration. Average 2.7 Hours 2.8 Hours 6.4 Hours 3.1 Hours 2.5 Hours 4.3 Hours Average Walking Distance, Feet 867 757 891 838 748 827 Page Thirty-one total parking time. Work trips create a demand for con- siderably more spaces than the other types of parkers. |OO - - Lºſ 90 | SHOP _r __* 8O- \2. 2-1 || . /~1 / 7O 2: {BUSINEss / = 6O % " - : 5O / * 40 24 | // - *S *H/Hº-1}. / 2 |O- / 2^ o - - o 9 : [O i 2 3 4 5 6 7 8 9 ſo DURATION-Hours VARIOUS TRIP PURPOSEs FIGURE Io Page Thirty-two In Figure 10, the cumulative percent of parkers with work, shopping and business trip purposes is shown for different durations. Also shown is a curve depicting the duration of all parkers. The short durations of shopping and business trips are obvious. Walking Distances In calculating walking distances, measurements were made along sidewalks which persons would most likely use from the parking facilities to their indicated destinations. Cumulation curves are shown in Figure 11, for the various classes of durations. Shown in the figure are two classes of short-time parkers, (less than one hour and one to three hours) and long-time parkers with durations over eight hours. While many parkers found facilities near their des- tinations, about 25 percent were required to walk distances exceeding 1,200 feet. (See Table F of the Appendices for detailed tabulations.) º s & The average walking distances for the various trip pur- poses were almost equal. From Table XVI, it is noted that shoppers had to walk an average of 867 feet and parkers on business trips averaged walking 757 feet. At least two garages have been constructed within 400 feet of key de- partment stores, thereby reducing the distance walked by ſ") --- *I-|L ! : i r I I * I pºss- I *- | **** * --- * .r ‘. . 90 .. * := |_|LESS THAN J-T 2. ~ *T-tº- 2 2. 2^)/ 6O / SQS 9. (Z / 4. O / Ž i A- / y 3O f Ž * to // O-º- — - O 2 4 6 8 IO (2 4 6 18 20 cumulative walkNG DSTANCES FORVARIOUS DURATIONS FIGURE II shoppers. However, about 43 percent of the shoppers walked over 800 feet. Workers averaged walking 891 feet to their place of employment. Usually the relationship of the walking distance of workers is much higher than that found in Pittsburgh. However, during the past several years, several large private lots have been developed near some of the major parking generators and this has sub- stantially reduced the walking distance. The walking distances are listed by trip purpose for various intervals in Table G of the Appendices. The walking distances for various types of parking are presented in Table XVII. (See Table H of the Appendices.) In calculating the walking distances for walk-ins, the meas- urements were made from where they were interviewed at the survey boundary. These parkers averaged walking 1,292 feet from their point of entry. If location of parking were considered, they actually walked longer distances since many spaces, such as those on the north side of the Alle- gheny River, are located several hundred feet from the survey limits. Parkers utilizing private lots walked only 506 feet as compared to 995 feet averaged by those park- ing in commercial lots. The average walking distance of garage patrons was only 671 feet. Several of the garages are located near major generators, thereby reducing the over-all average. The longer average walking distances of parkers utilizing commercial lots is undoubtedly caused by many of the lots being located at the fringes of the sur- vey area. These lots have much lower rates and attract many all-day parkers who have destinations within the downtown area. Page Thirty-three TABLE XVII TYPE PARKING AND WALKING DISTANCE (8:00 A.M. to 6:00 P.M.) W a l k < n g D & 8 t a n c e Average Less Tham 400 - 800 800 - 12oo Over 1200 Walking 400 Feet Feet Feet Feet - Total Distance, Type Parking Number Percent Number Percent Number Percent Number Percent Number Percent Feet Walk-In --...... 461 14.4 535 16.7 633 19.8 1,572 49.1 3,201 100.0 1,292 Private Lot … 1,363 65.0 234 11.2 393 18.7 107 5.1 2,097 100.0 506 Commercial Lot 2,886 21.4 3,550 26.3 2,716 20.1 4,346 32.2 13,498 100.0 995 Garage ........ 3,916 42.6 2,413 26.2 1,219 13.2 1,657 18.0 9,205 100.0 671 Curb .............. 3,481 67.4 606 11.7 368 7.1 716 13.8 5,171 100.0 508 ALL . . PARKERS 12,107 36.5 7,338 22.1 5,329 16.1 8,398 25.3 33,172 100.0 827 Trip Origins and Home Addresses The trip origins and home addresses of parkers were determined from interviews. Zones established by the Penn- sylvania Department of Highways, (Sept. 12, 1945), were used, so that the data may be used for other planning pur- poses. As given in Table XVIII, 1,651 or five percent of the trips originated within the survey area. Many of these consisted of parkers moving from one facility to another. An additional 35.1 percent of the parkers had origins from various other sections of the City of Pittsburgh. A total Page Thirty-four of 46.6 percent had trip origins in the many other cities, towns, and boroughs of Allegheny County. About nine per- cent of the trips originated in surrounding counties. It is readily apparent that the downtown section of Pittsburgh is the focal point of parking activity for a wide area. The direction of entry into the central business district is of primary importance in planning new parking facili- ties. It is best to intercept motorists as they enter the area and thereby eliminate unnecessary travel over city streets ~ -----* * ~ ** | v. - | : | in the congested area. However, with the new expressway program under construction and planned, which will en- compass the downtown area, a large percentage of traffic will be diverted from the present streets. The direction of entry has been divided into four zones in Figure 12. The area east of the central business district between the two rivers was the origin of 34.6 percent of the parkers while 24.8 percent had origins north of the Allegheny River. Al- most 15 percent had origins southeast of the Monongahela River and 25.8 percent southwest of the river. The distribution of home addresses of parkers by loca- tion was about the same as trip origin with the exception addresses within the survey area as compared to 1,651 who had origins in the area. Over 37 percent of the parkers resided within the City of Pittsburgh, while over 48 percent lived beyond the city limits in Allegheny County. Parkers residing in the surrounding counties accounted for 8.6 per- cent and slightly over two percent of the parkers resided in other parts of Pennsylvania. Trip origins and home addresses of parkers are listed in Tables I and J of the Appendices, by individual zones. The zones are shown in Figures B and C for the City of Pittsburgh and Allegheny County. The downtown desti- nations have been listed by the seven sectors of the survey of the downtown zone. Only 558 parkers indicated home area. TABLE XVIII TRIP ORIGINS AND HOME ADDRESSES OF PARKERS T r i p O rig . m s H o 'm e A d d re 8 s e s Location Nwmber Percent Cºlº 62 Number Percent Cºlº Central Business District 1,651 5.0 5.0 558 1.7 1.7 City of Pittsburgh ...... 11,634 35.1 40.1 11,965 36.1 37.8 Allegheny County 15,465 46.6 86.7 16,045 48.4 86.2 Nine Surrounding Counties 2,957 8.9 95.6 2,850 8.6 94.8 Other Pennsylvania Counties --- 675 2.0 97.6 712 2.1 96.9 Other States * * * 790 2.4 100.0 1,042 3.1 100.0 TOTAL * 33,172 100.0 33,172 100.0 Page Thirty-five | * - º wºke º º Z \\ R | - \ ºgo sº W º- u - - º ! _* º - - $4. º - / Nº. - w - 5 º - e 3 - * * * # * * 3. : - º º # * = * . U. - : Nº. 3. PARKERs $º. : -2 | º - - º - o-HER ARE as . -o º | ſº ſº NOTE: _* values shown FOR TYPICAL WEEKDAY- 8 AM - 6 PM C º - - * N - - TRIP ORIG|NS OF PARKERS M/ſ. Sºulſ and 4a. F|GURE 12 | | Page. Thirty-siz sº--- Chapter IV PARKING DEMANDS AND NEEDS In the previous chapters data have been presented on available parking spaces and parking characteristics. A principal objective is the derivation of parking demand for the 102 blocks in the survey area. When parking de- mand is related to the parking supply, surpluses and defi- ciencies are determined. In Tables K, L, and M of the Ap- pendices, walking distances, trip purposes and durations are listed for each block of destination of the parkers. Major Generators There are many office buildings, department stores, hotels and governmental buildings in the central business district of Pittsburgh. In Figure 13, the locations of 50 major generators are shown. Also, the number of parkers per day destined to each generator is graphically depicted. Destinations have been divided into three groups; 0 - 399, 400 - 799, and over 800 parkers per day. Over 800 parkers had primary destinations at eight buildings. Included were three department stores; Horne's, Gimbel Brothers, and Kaufmann’s; four office buildings — Gateway Number 3, Jenkins Arcade, Mellon - U. S. Steel Building and the Grant Building; and one governmental building — the New Federal Building (United States Post Office). Pri- mary destinations were recorded. However, many parkers had more than one destination, especially shoppers. A total of 8,405 parkers had destinations in the eight buildings, representing 25.3 percent of the total parkers. The exact number of parkers destined to each generator is listed in Table N of the Appendices. Blocks where motorists parked are related to their des- tinations in Figure 14. The three blocks depicted include three of the major department stores. It is noted that large Page Thirty-seven OFFI ILDIN |-GATEWAY nume:R 2-GATEWAY number 2 3- Gatewar nume E.R. 3. 4- Pittsburgh PREss --JEnkins ARCADE BLDG. e-BEssemer Budg- 7- May BLDG. 8-FULTON BLDG. 9-pit TseungH Life BLDG. to-century B.L.D.G. -ke Enan BLD-G. 12-cLARK BLDG. 1--First national Bank BLDG. 14-oliver 3-do. 15-Farm ERs Bank El-DG. le-PARK BLDG. 17-chamber of commerce. la-BELL TELEPHONE BLDG. 19-A-CoA BLDG. 20-MELLOn-u.S. STEEL BLDG. 2-GULF BLDG. 22-ko-PPER's BLDG. 23-union TRust BLDG. 24-DRAvo BLDG. 25-REM.ING-Ton RAND 25-BEncoum TREES BLOG. 27-PEOPLES BANK BLDG. 28-union. BANK BLDG. 29-commonweal-TH Bl-dc. -o-KEY's Tone BLDG. --FRick BLDG. 32-LAW AND FINANCE BLDG 33-new FEDERAL BLDG. 34-GRAnt BLDG. DEPARTMENT STORES 35-Joseph HoRNE co, 36-Rose.NBAuM co- 37-May stERn and co. 38-G-M.B.E.L. BROTHERS 39-FRANK 9 se DER OF PITTseungH -Q-K-A-FMA-Ns HOTELS 4 -Rooseve LT Hot EL 42-Fort Pitt Hote:L 43-wil_LIAM PENN HOTEL 44-Hote: L she RWYn 45-PittsburgHER HoTEL 45-CARLTON House HoTEL Govern MENT BUILDINGS 47-a-LEGHENY COURT HOUSE 45-cITY-count Y BLDG. 49-count Y office BLDG. -o-civic BLDG. o-39s -oo-799 PARKERS PER DAY (BAM - 6 PM . ove R 300 MAJOR PARKING GENERATORS M/ſ. Sail and –4 acaº PITTSBURGH, PA. 1955 i FRIENCH : i 2 - º º Hundreds of FEET FIGURE 13 Page. Thirty-eight - T |M/ſ. Sail and –4.aaº 1955 º . A L L E G H E N ). u --- - º - c 5 : - - - - In TCUC no-, [ICTC T. - " - - - - º – - ºn - º º N - FRENICH ºn PE LIBERTY | . n º wºke º º l - ºx- º TER Ave. º -- § 2 Bºulow WEBS - IC -n. | (3) HoRNE's DEPARTMENT store - - - - - - GIMBEL's DEPARTMENT STORE F. : " . - =} (c) Kaufmann's DEPARTMENT store - soo -0 NOTE - VALUES SHOWN FOR TYPICAL WEEKDAY - 8AM-6 PM LESS THAN 25 TRIPS NOT SHOWN PARKING LOCATION OF MOTORISTS WITH DESTINATIONS |N THREE BLOCKS CENTRAL BUSINESS DISTRICT P|TTSBURGH , PA. -u-nº-Eds of FEET FIGURE 14 Page. Thirty-nine off-street facilities are near two of the blocks. A large number of parkers found available spaces in these nearby blocks. However, motorists utilized many parking facilities when destined to the blocks depicted. Secondary destina- tions, rate schedules, point of entry into the area and ac- cessibility of the various facilities can be classified as con- tributing factors for the wide dispersal of parking loca- tions used by the motorists. Walking Distances to Blocks of Destination The average walking distance to each block of destina- tion of the parkers is shown in Figure 15. It is seen that in 12 blocks, people had to park an average of over 1,200 feet from their destinations. Ten of the blocks are in the area bounded by Liberty Avenue, Grant Street and Fourth Avenue. This area has the smallest number of avail- able spaces and the highest demands. In the adjacent areas, parking facilities are located reasonably near park- ers' destinations. The area bounded by Fort Duquesne Bou- levard, Seventh Street, Liberty Avenue and Stanwix Street includes six blocks where people were required to walk between 800 and 1,200 feet even though a number of off- street parking facilities are situated near the key gener- ators. This emphasizes that the parking demand well ex- Page Forty ceeds the supply in most instances. As discussed previ- ously, the average walking distance of all parkers was 827 feet, and over 25 percent of them walked greater than 1,200 feet to their primary destinations. Parking Demands The peak accumulation of parkers occurred at 1:30 P.M. when 17,282 parkers were in the survey area. Con- sidering walk-ins, there were 2,452 more parkers than available spaces. However, the practical capacity of many facilities was exceeded by parking vehicles in aisles and reservoir areas. The peak accumulation was four percent higher than the average half-hour accumulation that oc- curred between 10:00 A.M. and 4:00 P.M. In determining the parking demands and needs, each block was analyzed separately. The adjusted parking de- mand was derived by the following method. The accumu- lation of parkers destined to each block varied according to the character of parking generators. Some had a high peak accumulation while others, with the demand consisting mostly of workers, had a uniform accumulation after sharp rises and declines during morning and evening hours. The relationship of peak accumulation to total parkers differed for each block, especially the ones which were the destina- | | | H | I | | I : A L L E G H E M -- - : PEN- Avº. L BERTY O - -oo FEET 40 - Boo 30 - 1200 over 200 NOTE: . vaLue's SHOWN FOR PRIMARY DESTINATION OF PARKERS No vaLuº-S SHOWN FOR BLocks witH. LESS THAN to PARKERS 2 5 s Huwºnºns of FEET - AVERAGE WALKING DISTANCES CENTRAL BUSINESS DISTRICT PITTSBURGH, PA. 1/. Saul and Lºal. 1955 FIGURE 15 Page Forty-one tions of many short-time parkers. Accumulations were de- termined for each block of destination for every half-hour interval between 8:00 A.M. and 6:00 P.M. The highest half-hour accumulations were averaged and downward ad- justments were made to reflect an average parking demand for each block. It is unreasonable to assume that parking facilities can be developed with sufficient spaces in which some will be occupied only a short period. Of course, fu- ture projections must be taken into consideration. The adjusted 1955 parking demands are shown for each block in Figure 16. Four blocks have parking demands for 600 or more spaces while an additional four blocks have demands ranging between 400 and 600 spaces. Parking de- mand for less than 100 spaces exists in 53 of the 102 blocks. The highest demand, 1,399 spaces, occurred in the area bounded by Fort Duquesne Boulevard, Stanwix Street, Lib- erty Avenue and Barbeau Street. The three Gateway Cen- ter buildings are located in this block. The over-all total 1955 parking demand is 16,494 spaces. Parking Surpluses and Deficiencies The 14,830 parking space supply was adjusted for op- erating efficiency. Even in the critical parking areas, in- gress and egress of vehicles and fluctuations in usage re- Page Forty-two duce the effective capacity. After studying the characteris- tics of the different type facilities, efficiency factors of 85 percent and 90 percent were applied for garages and lots, respectively. Even though many lots are presently used beyond their practical capacity, the 90 percent factor was used to adjust for reasonable average capacity with clear aisles and adequate reservoir and storage spaces. Un- til sufficient spaces are made available, the present condi- tions will continue to exist. A 50 percent factor was applied to the ten-minute curb spaces as the data revealed that many were used only for loading and unloading. A 90 percent factor was applied in deriving the 30-minute and one hour curb space efficiency. The 1,392 spaces which will be available in the two garages under construction were included in the calculations. The adjusted total sup- ply is 14,136 parking spaces. When the adjusted 1955 parking demand and supply are compared, there is a present over-all deficiency of 2,358 parking spaces within the survey area. Of the 102 blocks in the survey area, 43 have surplus spaces and there is a deficiency in the other 59 blocks as shown in Figure 17. Block by block parking demands, sup- ply, surpluses and deficiencies are given in Table O of the Appendices. . - A L L E G H E N Y. E -i- ſcL º º - : : i LIBERTY wºule | O - loo SPACES loi - 200 2 rn 20|-400 #: 401-600 ove R 600 - º º Hundreds or FEET - 1955 PARKING DEMAND CENTRAL BUSINESS DISTRICT PlTTSBURGH , PA. |M/ſ. Sail and _4.sai. 1955 FIGURE 16 Page Forty-three A L L E G H E N Y. DEFICIENCY sur-PLUS O - loo to - 200 # # 20-soo ow ER 400 NOTE - vaLUES SHOWN INCLUDE TWO GARAGES UNDER CONSTRUCTION 1955 PARKING SPACE SURPLUSES AND DEFICIENCES - - - - - |-|| º ºn 1 - - º - -- - º i. -- --- P| &: º - §§ u- : CENTRAL BUSINESS DISTRICT P|TTSBURGH , PA. 1/u. Sºul and –4 acaº 1955 - º º º ----R-E---> -- FE- F|GURE |7 Page Forty-four - n- The highest deficiency, 730 spaces, was found in the block occupied by Kaufmann's Department Store. The new garages in adjacent blocks will provide sufficient spaces to overcome this deficiency. Three other blocks have defi- ciencies exceeding 500 spaces. With the exception of four blocks, every block in the area bounded by Penn Avenue, Grant Street, Fourth Avenue, and Stanwix Street have deficiencies of parking spaces. Major garages are located in three of the four surplus blocks. Due to the high prop- erty values and the intense development of the critical area, new parking facilities, if constructed, will be costly; how- ever, there is still an acute need for additional spaces. In Figure 18, the demand and supply values are shown graphically for each of the seven sectors. These are sum- marized in Table XIX. The values shown represent the total demand and supply of the individual blocks within each sector. Four of the sectors have deficiencies ranging from 203 spaces in Sector G to 3,464 spaces in Sector C. The latter is in the hard core of the central business dis- trict and the average walking distances to destinations in the area were greater than for any other area. With the additional spaces of the two garages under construction added to the sºgy in Sector D, there still remains a net deficiency of 346 spaces. At the present time there is a surplus of 1,208 spaces in Sector A. However, many of these spaces will be lost when additional buildings are con- structed and lots are abolished in the next few years. The combination of new generators and decreased available. spaces will require new parking structures. The present Surplus spaces are utilized by parkers destined to Sectors B and D, both of which are deficient. TABLE XIX 1955 ADJUSTED SUPPLY AND DEMAND Sector Demand Supply Surplus Deficiency A – 1,779 2,893 1,114 - B ~~~~ 3,032 1,963 tº- 1,069 C ~~ 4,545 1,081 º- 3,464 D ~~~~ 3,345 2,911 *º- 434 B ~~~~ 953 1,618 665 cº-º F ~~~~ 1,132 2,165 1,033 -º-º-º: G --~~~~ 1,708 1,505 *-*. 203 TOTAL -------- 16,494 14,136 2,812 5,170 Note: Over-all Deficiency — 2,358 Spaces. Evening demands, after 6:00 PM, of any consequence are confined to the area north of Liberty Avenue between Page Forty-five I A L L E G H E N Y R V E R - deficiency B º loss spaces. || SURPLUs -- |4 SPACE's - - |_2 > º - > - - - - - - L|E E R T Y A.V. E. DE Ficiency 34.64 spaces DEFICIENCY 434 spaces (D) SECTOR DESIGNATION DEFICI Ency 203 spaces -2000 spaces --oo -lood -500 o |955 PARKING SUPPLY AND DEMAND CENTRAL BUSINESS DISTRICT P|TTSBURGH, PA. |M/ſ. Saul and Lºcate 1955 F GURE 18 - Page Forty-siz I | Stanwix Street and Seventh Street. Several major theatres and other night-time generators are located in this area. The other night-time generators are distributed throughout the survey area and sufficient spaces are available in near- by facilities to accommodate the demands. In summary, there is an over-all deficiency of 2,358 parking spaces in the central business district. The highly deficient blocks generally are in the central portion of the downtown area. In several other cities, the deficient areas are not as concentrated as in Pittsburgh. The downtown area, being restricted in size by natural barriers, is conduc- tive to this type of concentration. Blocks adjacent to the critical area provide many of the needed spaces, but walk- ing distances are high in many instances. It must be re- emphasized that, as the demands continue to increase, more spaces will be needed. Page Forty-seven Chapter V FUTURE PARKING DEMANDS AND NEEDS In planning and financing parking facilities, future demands and needs must be considered. Accordingly, pro- jections have been made of 1960 and 1965 parking de- mands. Certain assumptions were necessary, but basic trends provide sound measures for the projections. Contem- plated new developments, both in parking generators and off-street facilities, and losses in existing spaces must be considered. Population Trends With 676,806 people in 1950, Pittsburgh had the - twelfth largest population in the nation. Between 1940 and 1950, there was an increase in population of only approxi- mately 5,000 people, less than one percent. Meanwhile, the population of Allegheny County increased from 1,411,539 in 1940 to 1,515,237 in 1950, a 7.3 percent increase. In Page Forty-eight Table XX the populations of Pittsburgh and Allegheny County are presented by decades from 1890 to 1950, In 1890, 62.3 percent of the county's population lived within the City of Pittsburgh. This percentage decreased rapidly and, in 1920, only 47.1 percent resided in the city. The automobile has been one of the major contributing factors to the decrease of persons living within the city. Automotive growth accelerated subdivision develop- ment, and minimized the importance of mass transporta- tion in the metropolitan area. Planning groups have made population projections for 1960 and 1970 for the county. These are the result of ex- tensive investigations and take into account the plans and forces of many agencies and factors. *- --V ºr2-ºxº- |- ** - TABLE XX A.M. and 6:00 P.M. In 1953 the total was 152,000 vehicles POPULATION GROWTH while in 1947 there was a total of only 132,000. The 1955 Percent total was somewhat below previous predictions. The con- Allegheny Percent City of Percent Living Year County Increase Pittsburgh Increase I'm City 1890 ------------ 551,959 — 343,904 – 62.3 1900 ------------ 775,058 40.4 451,512 31.3 58.3 1910 --------... 1,018,463 31.4 533,905 18:2 52.4 (ſ) 1920 ------------ 1,185,808 16.4 558,343 4.6 47.1 # à 1930 ------------ 1,374,410 15.9 669,817 20.0 48.7 Li – 0- POP U LAT | ON 1940 ------------ 1,411,539 2.7 671,659 0.2 47.6 = }; G R O W T H 1950 ------------ 1,515,237 7.3 676,806 0.8 44.7 As shown in figure 19, increases of about 100,000 people in Allegheny County are forecast for each decade 7OO after 1950. Little change in the population within the 6OO corporate limits of the city has been predicted. From the gú 5 © tº p O e e e £9 4 parking characteristics previously discussed, it was as- . i II) certained that about 60 percent of the current parkers 3. 3 H. O. 2 have origins beyond the city limits. This percentage closely coincides with population distribution. YEAR Traffic Trends POPULATION AND VEHICLE The traffic volume data obtained in May, 1955, re- REG|STRATION TRENDS Vealed that approximately 160,000 passenger vehicles en- AL LEGH E NY COUNT Y tered and left the central business district between 8:00 F|G U R E 19 Page Forty-nine fined area of the central business district and the low vehicular capacities on access streets have likely retarded the upward trend. During the past few years, there has been some obvious decentralization in certain important business activities. Outlying shopping centers have been developed which offer abundant parking and are well served by adequate streets and highways. However, the downtown area should remain the focal point of economic activity. Traffic and planning agencies have predicted that the over-all traffic volumes will double by 1975. The express- ways which will encompass the downtown area will greatly improve its accessibility. Travel times will be reduced and through traffic diverted from the present overloaded street system, attracting more motorists to the downtown area. With these improvements, traffic actually entering the business district will consist mostly of motorists having destinations in the area. The Commonwealth of Pennsyl- vania licenses motor vehicles on a state-wide basis and there is no accurate distribution of licensing by county or municipality. Only empirical values are available. These values are shown in Figure 19 for Allegheny County. In 1954, there were about 450,000 vehicles registered in the county, which represents an increase of about 80 percent Page Fifty . . during the past 10 years. It is estimated that the total registrations will approach 700,000 vehicles by 1970. New Developments The tremendous redevelopment program undertaken in the downtown area of Pittsburgh surpasses that of any other city. Of special merit is the complete redevelopment of the Point area in the Golden Triangle. To date, the area has been cleared and the Gateway Center, including three skyscrapers, has been developed. In the Gateway Center area two garages have been constructed; an underground structure providing 250 spaces, with 708 spaces afforded in an open-deck garage. A State office building is also being constructed in the project. Although plans are not yet complete, several other sizeable buildings are contem- plated. It has been realized that parking facilities must be integral parts of the new developments. It has been indi- cated that future plans will include additional permanent parking structures. About 60 percent of the area will be- come the Point State Park. As shown in Figure 20, two new bridges will replace the Point and Manchester Bridges across the Monongahela and Allegheny Rivers, respectively. These facilities will be integral parts of the expressway system encircling the [. | - rººt A L L E G H E W y | R V E R 3 - - - - - - -- - - º –ſº- - * - º- – foºt duouesne elve - L. - - - H - º º - º - FRIENCE L-B-E- Lowe's ºut Redevelopment area A * ºn - PROPOSED NEW DEVELOPMENTS CENTRAL BUSINESS DISTRICT P|TTSBURGH , PA. M/ſ. Sam, and 4…a... 1955 FIGURE 20 Puge Fifty-one downtown area. Connections will be made to the Penn- Lincoln Parkway-East and-West which will provide a modern limited access highway facility across Allegheny County. Much of the express route has been completed out- side the downtown district. The Fort Pitt Bridge is now under construction. The Crosstown Boulevard will tra- verse the eastern edge of the central business district. Thus, with express routes on all three sides of the Golden Tri- angle, all sectors will have much improved accessibility. Principal points of entry to the surface streets of the cen- tral business district from these routes will be via Fort Du- quesne Boulevard, the Boulevard of the Allies, Liberty Avenue, Grant Street and Bigelow Boulevard. Extensive interchange systems will be used to provide uninterrupted traffic flow. Extending eastward from the planned Crosstown Bou- levard will be the Lower Hill Redevelopment Area. As planned by the Urban Redevelopment Authority, the en- tire area will be cleared and a civic center established, in- cluding an auditorium. It is tentatively estimated that 2,300 parking spaces will be provided in the project. Since most of the activities of the area will occur at night, pre- sumably many of these spaces will be available for all-day parkers having destinations in the central business district. Page Fifty-two All of these projects have resulted from intensive plan- ning and cooperation by many federal, state, county, city and unofficial citizens. agencies. All of the redevelopment and highway improvements will influence the future demand for parking spaces. Ad- ditional parking generators will be added and the central business district will become more attractive in terms of accessibility. Parking facilities must be established to keep pace with increased demands. Parking Demands After examining the preceding and other factors, it is conservatively estimated that the parking demand will in- crease ten percent by 1960 and another eight percent during the succeeding five years. Uniform increases cannot be expected in all blocks and areas. New developments will shift demands. For example, the State Office Building now under construction will consolidate many offices presently distrubuted throughout the downtown area. The individual losses in blocks where the offices are now located will be relatively small but a concentrated demand will be devel- oped by the new structure. It is anticipated that other gen- erators will be constructed in the redevelopment area. Several off-street facilities within the survey limits will be l -- -- | s . º F- I. º I I : eliminated when the Crosstown Boulevard and the Lower Hill Redevelopment projects are initiated. These losses will occur in the eastern section of the central business district. Also, several parking generators will be demolished, there- by reducing the parking demand. However, greater losses will occur in available spaces than in parking demand. It was assumed that construction of the Crosstown Boulevard will commence prior to 1960; accordingly adjustments have been made. The adjustment for the Lower Hill Redevelop- ment project were made for 1965. It has been indicated that sufficient parking spaces will be developed as new buildings are constructed in the redevelopment area. The demand for these new generators has not been included in future projections. It was asumed that there would be no loss in available off-street spaces in other sections of the Survey area by 1965. It is, however, inevitable that some of the existing parking lots will be converted to other land uses. These losses could be off-set or even decreased by the construction of garages on areas now used as lots. As previously shown, curb parking has been greatly re- duced during the past several years. Presently, parking is prohibited at most curbs during peak traffic hours. In the future all curb spaces will probably be eliminated to fa- cilitate traffic movements. The cost of street widening and other major improvements would be prohibitive within the central business district. The only alternative for ad- ditional traffic lanes will be the elimination of curb spaces. The estimated 1960 and 1965 parking demand-supply relationships for each sector are depicted in Figure 21 and listed in Table XXI. By 1965, the present surplus of 1,114 spaces will be reduced to 152 spaces in Sector A (Gateway Center). It was assumed that parking structures would replace the several large lots as the land is converted to other uses. The largest anticipated demand increases are expected to occur in Sector A as redevelopment plans pro- greSS. In all other areas the demands are expected to increase but at a slower rate. Principal increases are anticipated in Sectors B, C and D, which include major department stores and office buildings. New developments in particular areas might well accelerate any increases in demand. By 1960, the over-all deficiency is expected to reach 4,967 spaces and will probably increase to 7,088 spaces by 1965 unless ad- ditional parking spaces are provided. The trends in space demand indicate that about 700 spaces per year should be added to the parking supply du- ring the next ten years. During the next decade it is prob- able that many of the present all-day facilities will be con- verted to short-time use. In effect, this will move the all- day parkers (workers) to the extreme fringe area or re- quire their using other modes of transportation. Page Fifty-three (D) SECTOR DESIGNATION 1960 1965 | | * . * : - - -- - A * * ºº - A L L E G H E N Y THousands of spaces |96O AND |965 PARKING SUPPLY AND DEMAND M/ſ. Sºut! and Lºcate CENTRAL BUSINESS DISTRICT PITTSBURGH, PA. 1955 : i L B E R T Y - F|G U R E º i 2] Page Fifty-four : 1 9 6 0 1 9 6 5 Sector Demand Supply Swrplus Deficiency Demand Supply Surplus Deficiency A 2,270 2,832 562 tº-º 2,680 2,832 152 º B 3,310 1,849 =º 1,461 3,548 1,849 ºf 1,699 C 4,840 1,044 gº-ºº: 3,796 5,173 1,044 tº-º 4,129 D 3,625 2,853 sº 772 3,890 2,853 * = … 1,037 E 1,030 1,529 499 =º 1,092 1,529 437 sº F 1,093 1,851 758 gº 1,112 1,165 53 tºmº G 1,808 1,051 º 757 1,916 1,051 gº-º-º: 865 TOTAL 17,976 13,009 1,819 6,786 19,411 12,323 642 7,730 TABLE XXI PROJECTED SUPPLY AND DEMAND Note: Over-All Deficiencies: 1960 — 4,967 Spaces. 1965 — 7,088 Spaces. Page Fifty-five Chapter VI POLICY CONSIDERATIONS Policy considerations include a program of future park- ing developments, administration, regulation of existing facilities and integration with other improvements. Com- bined, these will provide a balanced parking program. Parking Needs From the analyses, it is evident that the present park- ing program must be continued by developing additional permanent parking structures. There is a present deficien- cy of 2,358 parking spaces. By 1960 and 1965, it is conserv- atively estimated that there will be deficiencies of 4,967 and 7,088 spaces, respectively, unless new facilities are devel- oped. If the demands are to be met within the Survey area, an average of 700 spaces will have to be developed each year to overcome the present deficiency and to meet the in- creasing demand. Page Fifty-sia: All but four blocks in the area bounded by Penn Avenue, Grant Street, Fourth Avenue and Stanwix Street presently have deficiencies of parking spaces. This portion of the central business district can be classified as the critical parking area. New parking facilities should be provided in or adjacent to this area. It is doubtful that economically feasible parking fa- cilities can be developed near the critical area with rate schedules that will attract many all-day parkers. Facilities for long-time parkers can be developed in close proximity if subsidized or constructed as part of an over all program. The Lower Hill Redevelopment Project will include about 2,300 parking spaces. These spaces will be too far removed from the high demand area to attract many short-time parkers, but should be most attractive to all-day parkers. f t i ** ſ: .. . A review of the major parking facilities reveals that the critical area of parking space deficiency is surrounded by several large garages, with the exception of the northern sector in the vicinity of Penn and Liberty Avenues. The Parking Authority has acquired a site located at Ninth Street and Penn Avenue and leased it for operation as a parking lot. The site is located in the area described above and it is contemplated that a garage structure will be de- veloped. During the forthcoming years the cordon of garages must be supplemented by additional structures. The data presented in this report can be applied to any site in the central business district. Administration During the past several years, a formal parking pro- gram has been initiated in the central business district under the guidance and direction of the Public Parking Authority of Pittsburgh. Three garages have been de- veloped and two others are under construction. When the latter facilities are completed, a total of 3,746 spaces will have been added to the parking supply. All of the garages are favorably located with respect to parking demands and have proven sound financial ventures. The Mellon Square Garage is in the center of the critical area and the others, combined with existing private garages, have formed a partial cordon around the hard core. The Parking Authority has financed the acquisition and development of these garages through the issuance of revenue bonds. The City of Pittsburgh has provided funds from parking meter revenues which are to be repaid from future surplus funds. The garages have been leased for private operation. The leases have been carefully written regarding rate schedules and operational procedures. The two garages under construction have also been leased to a private department store corporation for operation. Such leases emphasize the cooperation and willingness of business establishments in Pittsburgh to assist in providing needed parking spaces. Municipal Regulation of Parking Facilities Many cities have adopted ordinances which provide for some regulation and control over existing private fa- cilities. Through licensing of these facilities, public bodies can effect desired controls. Desirable controls include phy- sical and operational standards. Proper signing, lighting, barriers, shelters, and well-designed entrances and exits make parking facilities more accessible and attractive to parkers and encourages greater usage. Rates should be Page Fifty-seven conspicuously posted, tickets and receipts issued to the parkers, and attendents stationed on the premises during all hours of operation. Minimum insurance coverage should be required. Experience in other cities has shown that such licensing has generally raised the operating level and efficiency of Off-Street facilities when impartially administered and, in most instances, increased revenues. Integration With Other Improvements An extensive expressway program has been planned for the downtown area of Pittsburgh. New parking facilities Page Fifty-eight should be carefully planned in relation to these new routes. Parkers conceivably should be intercepted before they trav- erse the congested surface streets. Points of ingress and egress of the facilities should be located in relation to the direction of traffic flow on the access streets. As new buildings and developments are planned, park- ing facilities should be included as integral parts thereof. It must be re-emphasized that parking is an important fac- tor in the attractiveness of an establishment of retail or business usage. In Pittsburgh, the redevelopment projects have included parking which is indicative of thorough plan- ning. - | APPENDICES P=_=_=_=_=_=_=_=_=_=_=_= : I A L L E G H E N Y #F - 2-s------>~~~~ –- - --- T ; -* -ms- Tºº, T : OO | SE= J \- -: 21 O ICT] [IC |- FORT - }- ! I Oſ) Oſ) Fºr I F- O O2 OO 5 × | |Ol 103 || 105 |O7 t| |O9 || | | | |r 31 -) > H. LL r H ...} : <ſ 2. × > O z — # ; v, # º 2 3|| PENN AV E. º: PE NN AVE . F- CD - ; : I OO 3 | O 4 |O 6 | O 8 || O || 2 N C | tº L | BERTY | : | | | SURVEY AREA BLOCK NUMBERS CENTRAL BUSINESS DISTRICT PITTSBURGH , PA. !//flu. Smith and –4aecials. 1955 F | G U R E A Page Siacty-one -*. TABLE A AVAILABLE PARKING SPACES T y p e F a c : l i t y T' y pe F a c : l ; t y Block Private Commercial Total Block Private Commercial Total Sector Number Lot Lot Garage Curb Spaces Sectoº. Number Lot Lot Garage Cwrb Spaces A 001 * = º 475 Gºgº tº-ºxº 475 C 201 tºº tºº * -º-º: 7 7 002 sºmº, g- gºmºs 20 20 202 {-º gº * 4 4 003 tº-º-º-º-º: & E = tº * - sº 20 20 203 tº-º-º: tº-º º gº gººms 004 120 º * --> tº º 120 204 26 ſº-º-º: tº E. Eº 6 32 005 605 120 958 tºmº 1,683 205 tºº tºmº º & E-º-º-º: * -º-º: 006 tºº 600 cº-º-º: tº EEE- 600 206 dººm-º. º-sº º tºº gºmºsºme 007 tº-ſº 165 tº º 16 181 207 tºmº tº-º-º: tº º 6 6 008 45 100 tº-ſº 12 157 208 tºº Cºmº *ºne 15 15 ººm-º: dºº-ºº-ºº-ºº 4-ºº-ºººººººº. tºº-ºººººººº. º- 209 gº tºº tº-, - … º. tº º 8 8 Sub-Total 770 1,460 958 68 3,256 210 * - cº-º-º: 890 tº-º-º: 890 - 211 tº- tºº tº-º-º: 5 5 B 101 tº-º-º-º: tºº-ºº * = º 2 2 212 tºº 113 tº ºs 8 121 102 tº-º-º-º-e tº-e tº e 6 6 213 † -º 150 gº-ºº-ºº: dº 150 103 *º 85 * = -º tºº 85 214 * = . 28 tº-º 6 34 104 tºº tºmº tºº tº E- tºº 215 º- -º * = º tºº * * = … ºº 105 E_º 102 tº-º-º-º: tºº 102 216 * - tº & E ºf e sºme 9 9 106 tºº g-º sº gº-ºº: tº , tºº-º-º-º-e e-º-º-º-º: sº-º-º-º-º-º: tº-º-º-º-º: tºº 107 tº 192 tººs 4 196 Sub-Total 26 291 890 74 1,281 108 tº-ºººº 78 * = º tºmº 78 109 10 93 220 5 328 D 301 & E- fºLºs tºº tº gº. -- dºº-º-º: 110 * 20 tº º 8 28 302 tºmº 45 500 10 555 111 * = ± => 298 Q = º 13 311 303 35 tº-º-º: º 13 48 112 tºº 45 wº-ºº: 6 51 304 28 55 tº-º 4 87 113 130 311 tºº-ºº. 7 448 305 tºº tºº-º-º: tº tº gº-º-º-e º 114 gºs 72 º 18 90 306 tºmº gº gºme 5 5 115 tº- — — 28 28 307 tº E_* tº-ºne tºº 8 8 116 fº- 200 ºmmºn 27 227 308 tºº-º-º 100 tºº 6 106 117 sºmeº 213 * =º 14 227 309 9 45 737 º 791 cºmpºs ºmºmºmºmºmº ºmºmºmº ºmºmº ºmºmºmºmº 310 * -----> 110 tºmº 22 132 Sub-Total 140 1,709 220 138 2,207 311 Page Sizty-two | : I I : || ||" . " º& º i T y p e F a c i ! i t y Block Private Commercial Total Sector Nwmber Lot Lot Garage Curb Spaces D 312 -º-ºp * =nº. gººmsºmº tº º tº-º 313 tºº 26 -º-º: 36 62 314 tº- sº tº-º-º-º-º: 10 10 315 * - gº * = & Tºº dºº-ºº: 316 * tº-º tº Eº tºº-º-º: ºme 317 Gº-º-º-º ºmº tº-º tº-sº º 318 ſº cº-º-º-º: tºº gº º tº-º-º 319 i º º tºmº tºº tº-º-º: tºº-º-º: 320 gº- 45 tº º 3 48 321 wº 110 tº º º *____: 110 322 16 55 tºº-º-º: º 71 Sub-Total 88 591 1,237 117 2,033 E 401 7 ºn tº º tº gº º 23 30 402 30 tº º 'º < x_* tº 8 38 403 tºº 700 tºº tºº 700 404 55 28 tº º- tº 21 104 405 43 35 {-º-º-º: 12 90 406 45 55 wº 10 110 407 40 65 tºº 12 117 408 36 º ºgº 75 º 111 409 & ºn 110 tºº-ºº. 4 114 410 º * -º-º: tº º gº tºº 411 * --> 120 tº-ºº-º-º- 19 139 412 100 Eº º *m. 100 413 tº-E- º gº º Eº º tºº 414 tº-º 75 cº-ºp 5 80 415 * - tº 80 * 5 85 416 º Q = - \ * - I - dº * > -- tº º Sub-Total 356 1,268 75 119 1,818 TABLE A – Continued AVAILABLE PARKING SPACES T y p e F a c i ! i t y Block Private Commercial Total Sector Nzºmber Lot Lot Garage Curb Spaces F. 501 wº-ºº-ºº &=º tº mº 11 11 502 13 88 • Fººms 7 108 503 tº- 64 tºmº g = 3 64 504 6 81 tºº * - e. 87 505 gº-me 112 º 4 116 506 tº-ſº 45 200 tºº 245 507 º * = … 927 tº-º-º: 927 508 {-º-º: mº 140 tºms 140 509 20 125 * = tº tº º º 145 510 « ºt 110 550 tºº 660 511 º sº º 9 9 Sub-Total 39 625 1,817 31 2,512 G 601 # = º * = --> º 5 5 602 tº º º tº-º-º: * = º 4 4 603 tº- 105 255 tºº 360 604 Cºmº 18 tºº-º-º: 12 30 605 * = º tº-º-º: tºº * -º-º * -º 606 tºº-º-º: tºº gº tº fººt tº-º-º-º: 607 20 25 650 tºº 695 608 20 124 tºº-ſº tºº 144 609 * = º 70 º e-º-º- 70 610 tºmº, $Eº *º-º ºmº. tºº 611 “Eº-º-º 150 * - e. º 150 612 tºº 265 tºº-º-º: º 265 Sub-Total 40 757 905 21 1,723 Grand Total 1,459 6,701 6,102 568 14,830 Page Siacty-three | Off-Street and Curb Time Interval In Owt 4cc. Prior to 8:00 AM 4,928 - 4,928 8:00 - 8:30 1,986 138 6,776 8:30 - 9:00 2,809 163 9,422 9:00 - 9:30 2,441 306 11,557 9:30 - 10:00 2,057 574 13,040 10:00 - 10:30 1,751 880 13,911 10:30 - 11:00 1,456 916 14,451 11:00 - 11:30 1,300 1,040 14,711 11:30 - 12:00 PM 1,183 1,000 14,894 12:00 - 12:30 1,195 1,019 15,070 12:30 - 1:00 1,016 974 15,112 1:00 – 1:30 1,087 1,095 15,104 1:30 – 2:00 1,065 1,208 14,961 2:00 – 2:30 1,080 1,227 14,814 2:30 - 3:00 1,091 1,420 14,485 3:00 - 3:30 840 1,476 13,849 3:30 - 4:00 807 1,499 13,157 4:00 - 4:30 729 1,972 11,914 4:30 - 5:00 410 2,267 10,057 5:00 - 5:30 371 2,885 7,543 5:30 - 6:00 369 2,363 5,549 After 6:00 PM -> 5,549 -ms TOTAL -------..................... 29,971 29,971 *-ºs- Page Siacty-four TABLE B ACCUMULATION OF PARKERS Walk-Ins In Out 4cc. 157 * = - 157 515 4 668 480 2 1,146 340 15 1,471 202 30 1,643 160 46 1,757 158 48 1,867 115 67 1,915 118 51 1,982 164 82 2,064 131 44 2,151 95 68 2,178 56 46 2,188 61 99 2,150 118 80 2,188 85 164 2,109 55 115 2,049 39 227 1,861 61 249 1,673 29 861 841 62 420 483 - 483 º- 3,201 3,201 * Total sº 5,085 142 7,444 165 10,568 321 13,028 604 14,683 926 15,668 964 16,318 1,107 16,626 1,051 16,876 1,101 17,134 1,018 17,263 1,163 17,282 1,254 17,149 1,326 16,964 1,500 16,673 1,640 15,958 1,614 15,206 2,199 13,775 2,516 11,730 3,746 8,384 2,783 6,032 6,032 º- 33,172 jºº [ i i #ſ r Wºr- - | TABLE C - TIME OF DAY PARKED AND TRIP PURPOSE T r i p P w r p o 8 e T r i p Pw r p o 8 e Time of Day Shop- Busi- Service Time of Day Shop- Busi- Service Parked ping 7269.83 Work or Sales Other Total Parked ping 7262S3 Work or Sales Other Total Prior to 8:00 AM 112 1,031 3,621 78 243 5,085 1:30 - 2:00 PM 236 573 155 20 137 1,121 -: 2:00 – 2:30 PM 247 549 136 40 169 1,141 Sub-Total 112 1,031 3,621 78 243 5,085 2:30 - 3:00 PM 209 591 216 22 171 1,209 8:00 - 8:30 AM 8 406 1,952 42 93 2,501 :30 - 9:00 AM 118 711 2,253 60 147 3,289 8:3 Sub-Total 2,000 4,753 1,556 248 1,318 9,875 9:00 - 9:30 AM 132 749 1,664 66 170 2,781 9:30 - 10:00 AM 315 838 894 45 167 2,259 3:00 - 3:30 PM 165 433 185 21 121 925 10:00 - 10:30 AM 319 840 498 49 205 1,911 3:30 - 4:00 PM 158 378 180 17 129 862 10:30 - 11:00 AM 350 683 351 53 177 1,614 4:00 - 4:30 PM 118 320 176 9 145 768 4:30 - 5:00 PM 105 141 119 17 89 471 Sub-Total 1,242 4,227 7,612 315 959 14,355 5:00 - 5:30 PM 54 101 125 12 108 400 11:00 - 11:30 AM 273 754 230 37 121 1,415 5:30 - 6:00 PM 24 139 138 11 119 431 11:30 - 12:00 PM 263 574 227 40 197 1,301 * 12:00 - 12:30 PM 276 622 264 30 167 1,359 Sub-Total 624 1,512 923 87 711 3,857 12:30 - 1:00 PM 228 581 161 20 157 1,147 *=- 1:00 - 1:30 PM 268 509 167 39 199 1,182 GRAND TOTAL 3,978 11,523 13,712 728 3,231 33,172 Page Siacty-five | TABLE D DURATION AND TYPE OF PARKING T y p e P a r k . m g - --- Dwration of Parking was a "#" "::" garage can rotal parent "Fº Less Than 15 Minutes 158 53 308 303 2,508 3,330 10.0 10.0 ſ 15–30 Minutes 63 56 348 265 939 1,671 5.0 15.0 T 30 Minutes to 1 Hour 222 117 1,107 753 940 3,139 9.5 24.5 | 1-2 Hours 354 167 1,915 1,647 699 4,782 14.4 38.9 I 2–3 Hours 244 173 1,476 1,189 35 3,117 9.4 48.3 3–4 Hours 253 98 884 914 19 2,168 6.5 54.8 L 4-5 Hours 226 130 729 664 14 1,763 5.3 60.1 I 5–6 Hours 161 67 680 572 tº-ºn- 1,480 . 4.5 64.6 : 6–7 Hours 189 87 597 425 7 1,305 3.9 68.5 L 7–8 Hours 297 109 810 516 10 1,742 5.3 73.8 I 8-9 Hours 725 401 2,346 999 * = - º 4,471 13.5 87.3 | 9–10 Hours . 309 639 2,298 958 tº-º-º: 4,204 12.7 100.0 L TOTAL 3,201 2,097 13,498 9,205 5,171 33,172 100.0% L PERCENT 9.7% 6.3% 40.7% 27.8% 15.5% 100.0% .*. Page Siacty-siz | TABLE E TRIP PURPOSE AND DURATION OF PARKING T r i p Pw r p o 8 e Duration. Shopping Business Work *śń other Total percent "Fº Less Than 15 Minutes 335 1,858 394 77 666 3,330 10.0 10.0 15–30 Minutes 174 947 285 53 212 1,671 5.0 15.0 30 Minutes to 1 Hour 505 1,531 552 69 482 3,139 9.5 24.5 1–2 Hours 960 2,155 965 142 560 4,782 14.4 38.9 2-3 Hours 658 1,232 795 113 319 3,117 9.4 48.3 3–4 Hours 460 736 682 76 214 2,168 6.5 54.8 4-5 Hours 299 596 655 35 178 1,763 5.3 60.1 5–6 Hours * 202 463 624 35 156 1,480 4.5 64.6 6–7 Hours 124 342 680 24 135 1,305 3.9 68.5 7–8 Hours 88 409 1,147 25 73 1,742 5.3 73.8 8-9 Hours 118 636 3,529 56 132 4,471 13.5 87.3 9-10 Hours 55 618 3,404 23 104 4,204 12.7 100.0 TOTAL 3,978 11,523 13,712 728 3,231 33,172 100.0% PERCENT 12.0% 34.7% 41.4% 2.2% 9.7% 100.0% Page Siacty-seven | TABLE F E! DURATION OF PARKING AND WALKING IDISTANCE | W a l k i ºn g D is t a. m. c e [ JDuration *** *# ## ºf fift ##, "F" raui Pº º Less Than 15 Minutes 1,057 1,167 457 252 184 102 111 3,330 10.0 10.0 ſ 15–30 Minutes 285 662 320 168 81 65 90 1,671 5.0 15.0 T 30 Minutes to 1 Hour 420 854 690 442 293 197 243 3,139 9.5 24.5 1–2 Hours 506 1,151 1,167 758 466 323 411 4,782 14.4 38.9 [ 2–3 Hours 299 640 871 517 287 212 291 3,117 94 48.8 II 3–4 Hours . 256 439 567 386 217 100 208 2.168 6.5 54.8 H 4-5 Hours 178 347 467 333 143 96 199 1,763 & '5.8 60.1 H 5–6 Hours 154 251 378 268 177 109 148 1,480 as 64.6 6–7 Hours 154 262 299 221 136 94 139 1,305 3.9 68.5 | 7–8 Hours 184 367 406 299 20s 112 166 1,742 5.8 73.8 - 8-9 Hours J 346 878 887 890 642 372 456 4,471 13.5 87.3 H 9-10 Hours 287 963 829 800 544 372 409 4,204 12.7 100.0 | TOTAL p 4,126 7,981 7,338 5,329 3,878 2,154 2.866 88,172 100.0% l, PERCENT 12.4% 24.1% 22.1% 16.1% 10.2% 6.5% 8.6% 100.0% L *. CUMULATIVE - PERCENT 12.4% 36.5% 58.6% 74.7% 84.9% 91.4% 100.0% L - Page Sia:ty-eight L. Trip Purpose Shopping Business Work Service or Sales Other TOTAL PERCENT CUMULATIVE PERCENT Type Parking Walk-In Private Lot Commercial Lot Garage Curb TOTAL PERCENT CUMULATIVE PERCENT TABLE G TRIP PURPOSE AND WALKING DISTANCE W a l k i m. g D i 8 t a n c e Less Tham. 100 to A.00 to 800 to 1200 to 1600 to Over 2000 100 Ft. 400 Ft. 800 Ft. 1200 Ft. 1600 Ft. 2000 Ft. Ft. 514 790 963 625 414 285 387 1,590 3,144 2,711 1,623 912 627 916 1,325 3,183 2,668 2,588 1,681 1,035 1,232 77 161 216 84 71 55 64 620 703 780 409 300 152 267 4,126 7,981 7,338 5,329 3,378 2,154 2,866 12.4% 24.1% 22.1% 16.1% 10.2% 6.5% 8.6% 12.4% 36.5% 58.6% 74.7% 84.9% 91.4% 100.0% ** TABLE H TYPE PARKING AND WALKING DISTANCE W a l k i ºn g_D is t a n c e Less Tham 100 to 400 to 800 to 1200 to 1600 to Over 2000 100 Ft. 400 Ft. 800 Ft. 1200 Ft. 1600 Ft. 2000 Ft. Ft. 143 318 535 633 482 329 761 87 1,276 234 393 38 25 44 481 2,405 3,550 2,716 1,739 1,230 1,377 2,024 1,892 2,413 1,219 844 335 478 1,391 2,090 606 368 275 235 206 4,126 7,981 7,338 5,329 3,378 2,154 2,866 12.4% 24.1% 22.1% 16.1% 10.2% 6.5% 8.6% 12.4% 36.5% 58.6% 74.7% 84.9% 91.4% 100.0% Total 3,978 11,523 13,712 728 3,231 33,172 100.0% Total 3,201 2,097 13,498 9,205 5,171 33,172 100.0% 12.0 34.7 41.4 2.2 9.7 100.0% 9.7 6.3 40.7 27.8 15.5 100.0% Page Siacty-nine _T._T._T._T._T._T._T_T l_Ft_T_IT_FT_T_IT_FT_T_T_IT_TE {| - ） O 2 } FE|| []， ^ <Óș|# ¿?<） ， ！ \# ~) . ſ ^\~~~ Ť|| 0– ) ， !Ź№#|5 � (f) ^\！\NO){| № , №v o||5|} _/~ É|È|} NJ} ? N wºke 72O 73O 74 O 76O S 750 76 | sº 7.62 764 763 722 72 | 73| 74 | 765 75 7OO 723 6OO N6 7.O. 752 766 7 24 7 O2 725 732 742 6Ol so. Sºl’s 743| 753 4 OO 7 * Jº 754 4 || O 744 7 || 745 6O3 6|O \62O 734 4 || 6|| 422 4 || 2 6 |2 638 423 4 63 | 64O 24 425 43 O (43. 432 (4 wº 65O 5|O 334) 435 5CO 4.4 O 305 5|| = COUNTY LINE 632 5OI — ZONE BOUNDRY 65| 52O 450 ) 44 | 5 OO ZONE NUM BER 5O2 53O 503 4 & 1 SU R R O U N D | N G COUNT | ES 52 8OO - LAWRENCE - BEAVER COUNTIES 54O 5O4 522 8| O - BUT L E R COUNT Y 82O - KITT ANN | N G COUNT Y 83O – IND I AN A COUNT Y 54 | 84O – WESTM ORE LAND COUNT Y 85O - FAYETTE COUNTY 542 86O – GREEN E COUNT Y 87O – WASHINGTON COUNT Y ZONES ESTABLISHED WITHIN ALLEGHENY COUNT Y 'M//a. Smith and –4aecial, F | G U R E C Page Seventy-one *Zone Numbers for Tables I and J following shown in Figures B and C of the Appendices with the Following Exceptions: Zone 900 — Zone 910 — Zone 920 — Zone 930 — Zone 940 — Zone 950 — Zone 960 — Zone 970 — Zone 980 — Zone 990 — Page Seventy-two That northwest portion of Pennsylvania in- cluding: Erie, Crawford, Mercer, Venango, Clarion, Jefferson, Warren, Forest, McKean and Elk Counties. The States of New York, Vermont, New Hamp- Shire, Maine, Massachusetts, Rhode Island and Connecticut. That portion of Pennsylvania east of McKean, Elk, Jefferson, Indiana, Westmoreland and Fayette Counties, and the State of New Jersey. The States of West Virginia, Virginia, Mary- land and Delaware. The States of Kentucky, Tennessee, Mississippi, Alabama, Georgia, North Carolina, South Caro- lina and Florida. The States of Oklahoma, Texas, New Mexico, Arizona, and the southern half of California. The States of Washington, Idaho, Montana, Oregon, Wyoming, Nevada, Utah, Colorado and the northern half of California. The States of North Dakota, South Dakota, Nebraska, Kansas, Minnesota, Iowa and Mis- souri. The States of Wisconsin, Illinois, Michigan, and Indiana. The State of Ohio. TABLE I TRIP ORIGIN AND SECTOR OF DESTINATION S e c to ºr of D e s t d n, a t i o n. Zone No. 4 B_ _C D_ _E F G Total 0.099 129 347 257 287 338 158 135 1,651 Sub-Total 129 347 257 287 338 158 135 1,651 01.00 18 54 80 46 14 71 50 333 01.01 10 34 45 20 7 36 32 184 0110 15 89 68 55 46 39 30 342 01:30 15 52 52 42 6 16 18 201 0.131 8 28 19 21 8 22 28 144 0140 º 27 9 18 ºsºs --- 15 69 0.141 15 18 17 18 6 - 13 87 0.150 13 17 16 10. 5 12 6 79 0.151 10 20 38 14 4 5 7 98 0152 34 173 186 93 32 50 62 630 0.153 * 12 7 12 5 5 6 47 0.160 79 347 382 303 100 151 140 1,502 0.170 59 102 121 117 34 26 44 503 0180 55 535 386 401 71 120 113 1,681 0.190 30 54 46 65 22 25 7 249 Sub-Total 371 1,562 1,472 1,235 360 578 571 6,149 0200 17 53 38 60 19 23 13 223 0210 73 125 102 85 31 20 47 483 02:20 52 78 67 80 40 38 46 401 0.221 13 87 67 63 71 61 32 384 0.222 15 21 46 46 27 29 13 197 0230 27 48 28 53 9 17 31 213 ºr- § . - r l.- ºr---º-º-º- -- | - . r k; : * . - ſ#. ki ſ is: . TABLE I — Continued TRIP ORIGIN AND SECTOR OF DESTINATION S e c to ºr of De 8 t i ºn a t , o m S e c to ºr of D e s t i n a t , o n. Zone No. _4_ _B C – D – E – F – G Total Zone No. _4_ _B C D_ _E F G Total 0240 60 101 113 89 37 17 41 458 04:30 19 26 37 53 11 11 22 179 0.250 32 54 47 42 9 5 19 208 0.431 -- 7 11 — 3 8 37 0260 3 10 6 6 2 – 5 32 0.433 - 6 3 8 2 9 1 29 0270 39 64 59 69 31 20 40 322 04:34 3 12 1 14 — 2 3 35 0280 5 7 6 9 11 — 3 41 04:35 - 6 — 2 — — 2 10 - 0.440 — 11 12 16 — 9 -sº 48 Sub-Total 336 648 579 602 287 220 290 2,962 04:41 - 2 1. 1 — 3 -* 7 0300 54 105 98 92 33 - 11 70 463 0450 29 113 92 69 18 40 85 446 0310 18 30 20 19 8 2 19 116 0320 10 22 20 17 9 3 16 97 Sub-Total 286 708 818 645 169 284 317 3,227 03:30 8 34 32 33 12 11 10 140 0500 46 75 89 103 43 40 25 421 0340 94 425 298 272 205 126 102 1,522 0501 48 115 201 125 40 47 62 638 0.350 8 21 18 9 9 — 9 74 0502 44 50 105 59 31 37 25 351 0360 6 18 21 30 24 2 10 111 0503 - * *-me ammº mºms me ammºme - 0505 30 61 81 59 38 25 33 327 Sub-Total 198 655 507 472 300 155 236 2,523 0510 32 95 91 77 11 37 36 379 0.400 30 63 12 68 25 34 19 351 0511 - 18 22 21 15 3 18 97 0410 - tº- tº- 5 -º-, * *g 5 0512 4 13 29 28 11 5 14 104 04:11 47 94 137 105 33 68 49 533 0520 - *- 2 — — — — 2 0412 3 27 33 42 2 6 17 130 0521 36 52 104 52 15 28 13 300 04:20 96 181 187 137 41 56 52 750 05:22 — 23 31 14 5 5 15 93 0421 15 22 20 11 5 3 5 81 05:30 — 7 10 6 --> - 6 29 0422 17 67 110 35 18 12 23 282 05:40 7 12 17 14 — — 3 53 0423 19 37 45 44 7 17 10 179 0541 7 14 27 12 * 9 1 70 04:24 5 29 17 23 6 11 19 110 0.425 3 4 4 1 1. t-º 2 15 Sub-Total 254 535 809 570 209 236 251 2,864 Page Seventy-three TABLE I — Continued TRIP ORIGIN AND SECTOR OF DESTINATION S e c to r of D e s tº n a t i o m Zone No. 4 B C D E. F G Total 0600 2 6 1 — — — 2 11 0601 5 13 10 11 5 6 7 57 0602 2 80 49 62 6 11 17 227 0610 3 — 3 10 — — 1 17 0611 3 7 17 7 1 2 3 40 0612 7 14 15 12 4 2 8 62 0620 37 89 81 116 19 37 49 428 06.30 22 52 68 45 11 9 16 223 0631 *sº 1 — — — — — 1 0632 10 20 22 18 1. 6 9 86 0.638 tº-ºº: 4 7 10 — — 7 28 06:40 50 193 192 170 43 60 68 776 0.650 370 571 902 592 154 210 286 3,085 0651 5 19 30 29 9 6 26 124 Sub-Total 516 1,069 1,397 1,082 253 349 499 5,165 07.00 sºmeº 3 1 3 — — 2 9 0701 7 3 4 2 — — — 16 0702 29 79 126 46 5 6 21 312 0.703 5 3 26 16 4 5 2 61 07.11 30 113 135 70 41 28 26 443 0712 17 41 41 28 14 11 19 171 07.10 24 44 62 20 6 8 7 171 0.720 7 14 23 20 1 — 11 76 07:21 3 — — 6 — — — 9 0722 7 — — 2 — — — 9 Page Seventy-four Zone No. 0.723 . 0724 0.726 0.729 0.730 0731 07.32 0733 0734 0740 0741 07:42 0743 0.744 0745 0750 0751 0.753 0.752 0754 0761 0763 0762 0764 0765 0766 S e c to r of D e s tº m a t , o m A B C D E F G Total tºº 2 sºmsº tºmº tºmº iſºmº 1 3 *= 6 6 º 2 * sº 14 tºmº # = - gºmº gººmsºe Ǻmº tºmºs 1. 1 3 16 7 6 4 iº tºº 36 2 *sº 3 tº -º tºmº º 2 7 2 12 18 15 1 5 5 58 17 42 60 27 9 9 21 185 85 148 127 88 59 32 45 579 15 49 64 35 9 11 15 198 18 52 27 33 1. 15 18 164 12 78 105 48 8 11 23 275 46 154 158 119 39 44 55 615 tºº-ºº. 8 15 2 2 8 5 40 17 43 47 26 6 19 34 192 8 36 44 16 5 2 14 125 gºº * * - e. º 5 1 sº 1 7 *sº e 2 2 * 4 tº- agmº 8 17 51 42 52 1 11 21 195 tº a 1 tº º tºº. 4 tº-Lº. ºsmºs 5 * * 10 28 20 gº- $ 2 1 61 tºº &ºmº tºº 1 sº sº *º 1 emº 7 12 23 4 2 11 59 sº sº-º-º: 2 *sº sº tº ºn sº 2 10 11 8 3 *º 2 9 43 * gº º gº-ºº: sºmº * : 1 1 7 9 19 15 dº 3 5 58 Sub-Total 388 1,027 1,212 742 230 234 376 4,209 ſ T r L i ; # |1,-*- TABLE I — Continued TRIP ORIGIN AND SECTOR OF DESTINATION S e c to r of De 8 t i n a t i o n S e c to ºr of De 8 t in a t , on Zone No. A. B C D E. F G Total Zone No. A. B C D E F G Total 0800 40 178 175 94 15 22 33 557 09:20 7 120 97 79 8 40 17 368 08.10 22 114 94 35 26 9 16 316 0930 17 48 42 20 8 19 11 165 0820 5 46 28 28 5 8 10 130 09:40 sºmeºs 4 4 *sº 14 8 5 35 08:30 2 11 9 3 sºm- 3 7 35 09:50 *º 4 7 2 - *- 3 16 08:40 60 265 250 220 49 85 62 991 0960 º 2 3 -ºm-º: -*- e- * = } 0850 17 46 40 28 13 15 9 168 0970 <-º - 3 ºmº * - ºp 2 : 0.860 t- 7 11 3 - 2 1. 24 0980 -gºs 34 7 12 - 6 3 62 º 0870 57 191 210 140 48 48 42 736 0990 18 107 111 96 13 29 10 384 Sub-Total 203 858 817 551 156 192 180 2,957 Sub-Total 72 431 418 286 65 133 60 1,465 0900 23 70 108 57 20 20 9 307 GRAND | 0910 7 42 36 20 2 11 2 120 TOTAL 2,753 7,840 8,286 6,472 2,367 2,539 2,915 33,172 TABLE J HOME ADDRESSES AND SECTOR OF DESTINATION S e c to r of D e s tº n a t , o m. S e c to r of D e s tº n, a t i o n. Zone No. 4 B C D. E. F_ _G Total Zone No. 4 B C D_ _E F G Total -- 0.099 28 98 77 110 157 41 47 558 01:30 15 53 56 35 10 15 19 203 gººm-- *mºn 0.131 18 41 23 26 3 21 17 149 4 * | Sub-Total 28 98 77 110 157 41 47 558 0140 *== 16 3 15 - 1 9 44 01.00 20 82 48 55 9 70 42 326 0.141 17 23 24 24 7 - 10 105 01.01 10 31 36 15 8 37 35 172 0.150 10 16 17 10 5 15 3 76 0.110 15 67 33 39 33 27 21 235 0.151 10 19 43 11 3 3 7 96 | 01:20 67 223 181 152 73 87 61 844 0152 37 178 208 99 32 56 56 666 ! | Page Seventy-five | -fº--- > #g *} |i; -- —£ -3. T 4- --ā-~ 1. --- §i --- s;; - - T iyazºg 888 963 6/, I 3.89 861, 689 863 IB30J-qnS Offſ, 98 93 33 99 80I L II 33 0970 ZI I 8 tºº g I 3. * = & If?0 I9 3, 6 º 8T QI 3I gº Off/0 6 3. *s Ǻmº 3. tºº 9. dºmº 98.70 I8 8 tºº sº 3I I 3I 8 jºgſ/0 I8 & 6 & 8T º &ºm= 8870 T tº Lº ºf tº-ºº-ºº. * - sº tº-ºº º º 3870 68 0T I tº-ºne 0T 6 º I370 If I $3 3I 6 88 73 J.I 8T 0.870 1, I 8 * T I p 9 8 9370 TOI LI 0T 9. 9I LI I9 9 #370 68T 9I 83 IT If, 6? 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NOILVNIIISGICI BIO HOLOGIS CINV SCHSSCH3TCICIV (HIWIOH partuºvo O – ſº IIAVL HOME ADDRESSES AND SECTOR OF DESTINATION TABLE J – Continued S e c to r of D e s tº n a t i o m Zone No. _4_ _B C D E. _F G Total 0733 87 158 146 107 67 48 51 664 0734 15 46 76 34 12 16 18 217 0740 18 58 27 31 1 12 19 166 07:41 13 83 107 47 8 25 21 304 0742 48 142 159 117 50 53 62 631 0743 — 10 16 2 2 3 2 35 0.744 17 36 54 31 20 36 203 07:45 5 3.5 50 15 3 1 10 119 0.750 =º - es=s ºmºmº ºmmas wºmmem 1 1 0751 *º 2 2 — 3 — — 7 0.752 2 — — — — — 3 0753 17 61 44 64 7 16 21 230 0754 17 8 22 24 2 1 1 75 0760 smm.simº 2 — — — — — 2 0761 esmºmenº - tºmºsºs 1 — — — 1 0763 emº 8 11 24 3 1 9 §6 0764 10 12 8 5 — 1 9 45 0765 * = - 1 — — — 1 2 0766 7 11 23 14 º 3 7 65 Sub-Total 414 1,053 1,270 788 262 289 388 4,464 0800 43 157 168 87 16 25 32 528 08.10 25 117 94 35 22 13 19 325 S e c to r of D e s tº n a t i o n, Zone No. _4_ _B C_ _D_ _E_ _F G Total 0820 3 46 32 25 5 4 7 122 0830 2 3 4 2 1 3 6 21 0840 58 265 236 206 47 67 49 928 0850 15 50 37 24 15 15 10 166 0.860 memº 6 9 1 tºº-ºº: 1 1 18 0870 60 192 210 126 60 46 48 742 Sub-Total 206 836 790. 506 166 174 172 2,850 0900 20 70 116 62 23 16 10 317 0910 7 57 59 42 12 6 4 187 09.20 8 120 103 85 10 53 16 395 0930 30 53 48 26 14 18 13 202 09:40 tº- 8 3 10 12 9 6 48 0950 *- 8 11 4 º- - i- 23 0960 2 3 3 12 - 10 1 31 0970 º- 3 9 2 sºmº * 6 20 0990 13 166 141 131 30 34 16 531 Sub-Total 80 488 493 374 101 146 72 1,754 GRAND 4-mºm sºme TOTAL 2,753 7,840 8,286 6,472 2,367 2,539 2,915 33,172 | | Page Seventy-eight º-- -- | t * * ** | . T | - TABLE K BLOCK OF DESTINATION AND WALKING DISTANCE W a l k i ºn g D i 8 t a n c e Block Less Tham. 100 to A.00 to 800 to 1200 to 1600 to Over 2000 Sector Nwºmber 100 Ft. 400 Ft. 800 Ft. 1200 Ft. 1600 Ft. 2000 Ft. Ft. Total A 001 tº-º-º-º- tºº-ºº: 4-mºmº tº- --> tº- - sºmºmº 002 --> tº- cºmmº tº- --> - --> º-mº 003 º-ººººº. tº- 1 * --> -º sº- - 1 004 G--> tº- tº-º ſº- sº tº-ºº- 1 1. 005 84 1,178 371 191 88 42 108 2,062 006 º tº-ºº- t-ſº tº- -º tº- 1 1 007 1. 442 40 52 8 3 7 553 008 3 87 22 5 8 6 4 135 Sub-Total 88 1,707 434 248 104 51 121 2,753 B 101 -º-º-º- 552 239 298 163 82 141 1,475 I02 G-sº 181 492 145 79 46 56 999 103 º 77 63 74 28 15 14 271 104 tº-ºne 41 61 213 42 24 27 408 105 121 56 192 108 45 37 59 618 106 6 7 27 53 84 28 12 217 107 39 111 45 48 6 12 14 275 108 3 52 54 29 35 18 19 210 109 23 53 62 13 13 13 17 194 110 9 112 141 198 83 66 78 687 111 32 12 23 6 2 4 5 84 112 36 49 102 64 28 19 14 312 Page Seventy-nine i Sector Page Eighty BLOCK OF DESTINATION AND WALKING DISTANCE TABLE K — Continued W a l k i ng D is t a n c e Nº. ##" ſº ## 13% #, ſº ſº; “f* Total 113 2 71 14 107 -ºgº ººm- 2 196 114 57 813 58 40 25 4 11 1,008 115 44 185 142 91 52 48 33 595 116 2 * -º 50 4 º-º-º: 1 4 61 117 12 91 76 40 3 5 230 Sub-Total 386 2,463 1,841 1,531 688 420 511 7,840 201 6 12 24 38 39 25 23 167 202 1 88 16 129 44 63 48 389 203 2 2 43 35 38 15 28 163 204 407 29 273 81 140 138 145 1,213 205 199 47 79 25 137 119 134 740 206 tº- 10 121 178 121 I56 179 765 207 tºmº- 3 117 116 123 46 57 462 208 ººm- 7 53 54 85 50 23 272 209 tº- 94 58 82 44 48 64 390 210 9 1. 2 10 10 10 13 55 211 ººm- 228 76 108 150 157 126 845 212 6- 267 110 220 119 50 71 837 213 69 1 94 44 110 25 33 376 214 14 6 90 21 16 18 30 195 I t t t wer--w-r-º- --- - Vºy--- -.*.*.*** -- ** * * * *--- - TABLE K — Continued BLOCK OF DESTINATION AND WALKING DISTANCE W a l k i ºn g D i 8 t a n c e Sector Nº. ##" ſº. ##, ſº #, fº. ## ** Total C 215 138 209 173 54 8 24 S4 690 216 gº 152 197 99 171 40 68 727 Sub-Total 845 1,156 1,526 1,294 1,355 984 1,126 8,286 D 301 sº 40 23 77 20 8 3 171 302 18 25 15 11 5 1 tºº 75 303 1 80 20 34 5 3 150 304 3 20 19 4 1 tº- 2 49 305 * 1 10 17 17 17 4 66 306 sº 34 29 7 2 6 7 85 307 tº tºº 1 46 19 14 31 15 126 308 55 69 93. 44 39 20 38 358 309 5 48 27 39 6 14 13 152 310 44 24 22 28 5 2 tº-ººs 125 311 * -ºº º 3 30 89 53 54 52 281 312 2 9 237 69 129 44 126 616 313 14 202 297 78 128 49 102 870 -- 314 tº-º-º: 255 83 43 16 20 17 434 - 315 4 27 471 231 277 121 244 1,375 | . 316 * tº-ſº 6 18 5 11 16 56 317 * -º ºn 20 29 34 18 27 11 139 - 318 “ºmº 33 5 4 4 12 6 64 Page Eighty-one | TABLE K — Continued BLOCK OF DESTINATION AND WALKING DISTANCE W a l k i ng D i 8 t a m. c e Block Less Tham. 100 to 400 to 800 to 1200 to 1600 to Over 2000 Sector Number 100 Ft. A00 Ft. 800 Ft. 1200 Ft. 1600 Ft. 2000 Ft. Ft. Total D 319 º-e 5 126 266 63 19 47 526 320 42 102 115 291 49 23 53 675 321 5 10 21 12 8 5 cº- 61 322 -º- 6 1 º- 2 2 7 18 Sub-Total 193 1,014 1,725 1,415 868 491 766 6,472 E 401 10 70. 32 1 1 º cºmmº 114 402 º-sº 68 21 3 1 tº- tºº 93 403 &ºmº 6 t- tº- º- tº- tº- 6 404 538 147 26 8 3 2 3 727 405\ 5 34 27 26 6 3 2 103 406 15 28 28 17 7 2 2 99 407 73 45 42 48 6 24 7 245 408 - 21 44 18 21 14 15 133 409 271 61 45 22 10 4 5 418 410 -º-º: 6 4 149 14 15 20 208 411 12 139 9 3 3 ſº- 7 173 412 tº-ºº: -ms * g- º- 2 º 2 413 --> -mº -> - tº- 3 º 3 414 7 11 3 tº- iº- * ºmº 21 415 tº-e 22 - tº- tº- tº- tº-º-º-e 22 Sub-Total 931 658 281 295 72 69 61 2,367 Page Eighty-two ~~ y- l Sector TABLE K–Continued BLOCK OF DESTINATION AND WALKING DISTANCE W a l k i ng D is t a n c e Block Less Than 100 to A.00 to 800 to 1200 to 1600 to Over 2000 Nwºmber 100 Ft. A00 Ft. 800 Ft. 1200 Ft. 1600 Ft. 2000 Ft. Ft. Total 501 478 39 96 106 58 16 53 846 502 27 33 139 24 7 10 13 253 503 tº- 9 20 12 9 -*s 2 52 504 * -º-º-º-º: 4 2 Cºmº *- --> 1 7 505 *º- 2 1. C -º * - 4- 1. 4 506 366 12 9 3 ſº- -> 1. 391 507 8 15 4 3 1 2 4 37 508 248 118 109 73 8 13 12 581 509. 1. 2 113 6 - - 2 124 510 7 11 6 2 - -º * = ºr 26 511 6 101 68 17 4 3 19 218 Sub-Total 1,141 346 567 246 87 44 108 2,539 601 *_- 57 219 78 4 9 28 395 602 72 108 157 82 42 26 33 520 603 369 245 342 54 124 35 72 1,241 604 6 37 13 2 3 3 2 66 605 wº- 10 4 5 5 2 1 27 606 36 56 79 42 21 14 18 266 607 9 21 16 3 ſº- -º-º: 6 55 608 48 98 11 9 4 4 9 183 609 Tºmº 3 33 24 º- -> 4 64 610 tºmºmº tº- 90 1 1 2 * = ºr 94 612 2 2 º º- - -> * 4 Sub-Total 542 637 964 300 204 95 173 2,915 GRAND TOTAL 4,126 7,981 7,338 5,329 3,378 2,154 2,866 33,172 Page Eighty-three Sector Page Eighty-four TABLE L BLOCK OF DESTINATION AND TRIP PURPOSE T r i p Pw r p o se Block Number Shopping Business Work Service or Sales Other Total 001 &- {-h tºmº -º-º-º: tº- 0 002 cº- tº- º --> -- 0 003 - tº- 1 º - 1 004 - º- 1 * tº- 1. 005 21 429 1,509 33 70 2,062 006 tº- Gº- 1 tº-mº- tº- 1 007 º 53 476 6 18 553 008 1 25 102 2 5 135 Sub-Total 22 507 2,090 41 93 2,753 101 1,093 112 162 19 89 1,475 102 98 339 158 27 377 999 103 5 83 110 12 61 271 104 99 109 . 137 10 53 408 I05 6 374 119 13 106 618 106 19 56 77 5 60 217 107 6 85 121 4 59 275 108 25 -: 73 66 15 31 210 109 17 71 86 4 16 194 110 24 327 258 22 56 687 111 4 43 28 4 5 84 112 32 144 97 14 25 312 113 2 23 164 3 4 196 | : |--- : Sector TABLE L – Continued BLOCK OF DESTINATION AND TRIP PURPOSE T ºr i p P w r p o 8 e Block Number Shopping Business Work Service or Sales Other Total 114 67 636 212 7 86 1,008 115 59 295 172 25 44 595 116 3 28 28 I 1 61 117 2 120 74 32 230 Sub-Total 1,561 2,918 2,069 187 1,105 7,840 201 28 61 65 1 12 167 202 79 123 140 11 36 389 203 13 58 59 9 24 163 204 849 146 156 26 36 1,213 205 44 256 402 16 22 740 206 34 302 361 20 48 765 207 4 220 212 17 9 462 208 2 87 166 tº- 17 272 209 12 130 223 6 19 390 210 3 13 28 2 9 55 211 3 365 438 15 24 845 212 5 191 569 14 58 837 213 I 127 235 8 5 376 214 -º-º: 72 121 tº- 2 195 215 10 379 71 36 194 690 216 25 399 266 7 30 727 Sub-Total 1,112 2,929 3,512 188 545 8,286 Page Eighty-five TABLE L – Continued BLOCK OF DESTINATION AND TRIP PURPOSE T r i p Pw r p o se Sector Block Number Shopping Business Work Service on Sales Other - Total D 301 6 39 106 11 9 171 302 9 27 28 6 5 75 303 13 58 61 11 7 150 304 2 9. 17 -º- 21 49 305 15 7 39. 1 4 66 306 13 18 50 ſº 4 85 307 44 24 44 1 13 126 308 4 135 173 18 28 358 309 12 31 91 6 12 152 310 1 30 55 1 38 125 311 79 75 88 1. 38 281 312 19 229 278 21 69 616 313 25 333 316 63 133 870 314 16 193 133 17 75 434 315 891 201 230 6 47 1,375 316 1. 28 23 1. 3 56 317 -º- 60 58 -ºº: 21 139 318 ºmº 24 37 -º-º: 3 64 319 6 263 236 8 13 526 320 5 348 267 7 48 675 321 ---> 32 25 -º- 4. 61 322 ſºmº 8 7 1. 2 18 Sub-Total 1,161 2,172 2,362 180 597 6,472 Page Eighty-sia, | ſ | |- - - **.*--- Sector TABLE L — Continued BLOCK OF DESTINATION AND TRIP PURPOSE T r i p Pw r p o se Block. Number Shopping Business Work Service or Sales Other Total 401 3 25 73 tºmº 13 114 402 * -º 38 45 7 3 93 403 tº-ºngº º 6 tº º ºs gº 6 404 15 182 161 4 365 727 405 2 32 59 3 7 103 406 10 37 49 tº-s 3 99 407 5 76 115 2 47 245 408 * † -º 34 91 º 8 133 409 24 153 162 40 39 418 410 * = º 34 155 9 10 208 411 1 13 152 sºme 7 173 412 tºº- tºº 2 tº- º 2 413 sº tºº 2 I & ºn E_* 3 414 tºº 9 9 & Lº-e 3 21 415 sº 1 21 * - gº 22 Sub-Total 60 634 1,102 66 505 2,367 501 7 524 269 2 44 846 502 1. 50 182 6 14 253 503 tº-ºº: 17 27 1 7 52 504 2 4 1 tºº º tº-ºº: 7 505 1 l mºnº * ºt 2 4 506 9 159 159 & lºº 64 391 Page Eighty-seven. Sector Page Eighty-eight TABLE L – Continued BLOCK OF DESTINATION AND TRIP PURPOSE T r i p P w y pose Block Number Shopping Business Work Service or Sales Other Total 507 1 12 21 º- 3 37 508 17 252 192 19 101 581 509 2 36 73 2 11 124 510 3 12 6 gº- 5 26 511 3 95 105 9 6 218 Sub-Total 46 1,162 1,035 39 257 2,539 601 2 262 118 1. 12 395 602 3 248 249 1 19 520 603 2 411 799 13 16 1,241 604 2 21 41 2 ºmº- 66 605 3 12 8 * = - 4 27 606 1 127 128 1. 9 266 607 º- 20 29 cºmmºn 6 55 608 2 55 106 3 17 183 609 1. 33 22 5 3 64 610 * 12 40 4}. 94 612 *- -*. 2 tº-º- 2 4 Sub-Total 16 1,201 1,542 27 129 2,915 GRAND TOTAL 3,978 11,523 13,712 728 3,231 33,172 | ---- ºr-- ſº-y- -- - 2- ------ ------ - ---- ºº:º. |º TABLE M BLOCK OF DESTINATION AND DURATION D w ºr a t i o ºn. Sector. Nº. ##" º ż #: #: # # #: #4, #: # # total A. 001 — — — — — — — — — — — — 0 002 — — — — — ſº- - - --> --> * *-me 0 008 — — — — — 1 *-* - tºmº ºmº ºmºmsºmºs º- 1 004 — — — — — Q- *- - - - 1 -º- 1. 005 68 57 123 153 153 96 118 89 57 99 424 625 2,062 006 — — — — — e- * - - - * 1. 1. 007 51 38 66 55 53 22 11 13 28 66 101 49 553 008 2 7 9 13 8 4 3 2 3 21 37 26 135 t-º-mº ºmmemº ºmºmºmº cº- tºm- - Sub-Total 121 102 198 221 214 123 132 104 88 186 563 701 2,753 B 101 51 37 154 355 272 170 120 80 48 42 105 41 1,475 102 211 20 118 199 122 74 51 45 35 25 59 40 999 103 6 13 41 54 22 10 17 15 23 16 39. 15 271 104 31 14 53 90 37 21 26 21 19 22 44 30 408 I05 31 43 113 145 93 54 27 20 17 27 31 17 618 I06 12 7 32 40 28 15 18 12 7 13 25 8 217 107 29 21 38 35 15 11 12 11 14 21 25 43 275 108 13 23 24 41 14 13 18 11 4 4 21 24 210 109 10 20 26 23 14 12 9 4 14 10 24 28 194 110 52 51 87 122 62 48 52 33 26 25 70 59 687 111 13 I3 13 18 7 3 2 - 2 2 8 3 84 112 55 50 48 41 20 8 20 1 8 13 3S 10 312 Page Eighty-nine Sector Page Ninety TABLE M – Continued BLOCK OF DESTINATION AND DURATION D w ºr a t , o m. 9 - 10 Nº. ###" （š ºff: #: #: # #: # #4 #: # # total 113 4 4 2 15 6 4 9 2 gººms 6 44 100 196 114 210 243 222 189 18 12 6 5 11 13 45 34 1,008 115 116 63 104 59 49 27 12 12 22 19 66 46 595 116 12 1 4 12 7 5 6 6 4 tºº 3 1 61 117 16 11 23 65 19 12 17 9 5 8 25 20 230 Sub-Total 872 634 1,102 1,503 805 499 422 287 259 266 672 519 7,840 201 2 8 16 38 23 12 10 5 3 10 28 12 167 202 88 20 24 49 41 26 7 8 10 21 60 35 389 203 11 12 13 21 17 8 3 10 2 11 24 31 163 204 63 23 131 274 209 142 95 59 41 72 61 43 1,213 205 57 38 33 109 55 61 38 35 31 64 132 87 740 206 33 15 68 109 78 58 39 39 38 57 119 112 765 207 18 9 18 78 46 28 26 23 19 28 95 74 462 208 18 12 14 23 28 12 24 5 2 3 61 70 272 209 25 6 18 52 41 17 13 18 5 17 80 98 390 210 1 1 3 19 3 2 * = --> 2 ſº-º-º: 3 10 11 55 211 76 37 59 64 60 42 19 19 36 27 134 272 845 212 79 20 51 66 57 61 70 48 29 50 191 115 837 213 14 10 24 40 30 25 11 19 16 14 98 75 376 214 24 1 6 15 28 9 6 8 14 9 41 34 195 I BLOCK OF DESTINATION AND DURATION TABLE M – Continued D w ºr a t , o ºn Sector Nº. ###" º żºł: #: #: # #: # #: #: #: # total C 215 40 40 80 88 70 90 52 37 51 37 68 37 690 216 142 28 32 109 46 25 38 26 25 50 108 98 727 Sub-Total 691 280 590 1,154 832 618 451 361 322 473 1,310 1,204 8,286 D 301 7 — 4 28 7 18 12 14 9 8 16 48 171 302 6 3 13 18 9 2 — 1. 2 6 6 9 75 303 4 14 16 18 13 3 6 11 2 8 33 22 150 304 2 — 1 7 2 1 1. 7 13 2 2 11 49 305 3 3 9 7 2 5 2 9 6 5 12 3 66 306 4 4 7 20 6 2 1 6 4 3 8 20 85 307 7 9 25 20 10 10 2 4 4 6 7 22 126 308 14 11 36 51 36 19 23 21 20 11 67 49 358 309 5 2 10 22 23 13 6 6 3 9 40 13 152 310 46 3 9 7 1 1 4 5 4 8 22 15 125 311 15 — 36 55 38 18 17 13 6 15 30 38 281 312 26 24 62 86 98 36 32 40 18 29 99 66 616 313 92 47 87 99 84 47 42 52 40 53 133 94 870 314 58 44 40 69 37 31 18 19 13 15 49 41 434 315 45 37 118 251 174 179 124 84 75 61 153 74 1,375 316 4 5 4 6 3 1 5 2 4 7 12 3 56 317 9 9 19 10 9 4 2 14 6 10 24 28 139 318 4 — 4 5 3 7 7 — 2 — 24 8 64 Page Ninety-one TABLE M — Continued - T BLOCK OF DESTINATION AND DURATION - || D w r a t i o ºn. Block Less Than 15 - 30 30 Mins. 1 - 2 2 - 3 3 - 4 4 - 5 5 - 6 6 - 7 7 - 8 8 - 9 9 - 10 Sector Number 15 Mins. Mins. to 1 Hr. Hrs. Hrs. Hrs. Hrs. Hrs. Hrs. Hrs. Hrs. Hrs. Total w D 319 12 9 39 64 66 54 43 29 17 40 97 56 526 ſ 320 36 27 57 121 63 57 31 42 43 37 91 70 675 | 321 4 4 3 14 1 4 5 2 1 4 10 9 61 T 322 5 2 3 1 tº-º tºmº- ºs- * º {-º 7 tº-mº 18 * * es -ºmº ºmºmº tºm- ºmºs ºmºmme º- tº-mºm. Sub-Total 408 257 602 979 685 512 383 381. 292 337 942 694 6,472 ſ T 3 E 401 24 7 8 12 8 1 4 5 gº tº 5 22 18 114 402 10 11 18 3 6 3 5 3 — 6 11 17 93 [. 403 tºmº- ºmºmº ſº tº tº-e tºmmºm ammº, º mºsºme 2 2 2 6 | 404 427 99 72 36 10 4 8 14 3 3 20 31 727 . . . tº 405 22 4 9 8 5 2 — 3 2 5 32 11 103 L 406 11 5 17 17 wº- * = } 9 4 6 4 15 11 99 T 407 18 2 32 28 9 6 8 30 8 5 32 67 245 L. 408 7 1 10 10 6 4 7 7 6 7 28 40 133 I 409 155 45 48 39 19 7 11 6 11 9 23 45 418 - 410 7 11 9 15 16 10 20 5 16 13 12 74 208 L. 411 10 3 6 24 24 7 7 12 11 14 24 31 173 I 412 tºº- tº-º-e tº- ºmºmº º- &mmmº -ºs sºmº- Cº-º-º-º- g- 2 gºe 2 L 413 tºmº ºmºmºs º- -ºssº - tºmº ºmºmº ºmºmº ºmº º 1. 2 3 | 414 2 8 gº- 2 tº- 1 -ºs 2 emºnsº ammºme 3 3 21 415 tº- - *-* *-ºsmº * , man sºm 1 7 9 2 22 *ºmmºn mºmme ºmºmºmº- Sub-Total 693 196 229 194 106 45 79 91 64 80 236 354 2,367 - - .* I| F 501 356 51 37 78 62 57 27 16 12 16 67 67 846 502 5 19 14 37 8 15 7 7 10 16 66 49 253 Page Ninety-two L * Sector TABLE M – Continued BLOCK OF DESTINATION AND DURATION D w ºr a t i o ºn. Block Less Than 15 - 30 30 Mins. 1 - 2 2 - 3 3 - 4 4 - 5 5 - 6 6 - 7 7 – 8 8 - 9 9 - 10 Number 15 Mins. Mins. to 1 Hr. Hrs. Hrs. Hºg. Hºrs. Hºrs Hrg Hrs. Hºrs Hrs. Total 503 8 2 4 6 4 2 3 3 * = º 3 15 2 52 504 1 — 2 1 1 2 — — — — — — 7 505 gº-º-º: {-º gºme º tºmº 1. I dº tºº $º {-, -º-º-º-º-º: 2 $º-mº 4 506 11 8 45 44 38 34 30 26 28 24 53 50 391 507 4 3 4 º 3 2 7 tº-º-º-º: 1 2 8 3 37 508 37 21 57 103 65 54 37 35 30 29 70 43 581 509 6 3 8 9 4 11 15 9 7 10 22 20 124 510 1 iº 3 6 4 4 -º-º: 1 tºmº tº-º-º-º-º: 1. 6 26 511 9 6 21 31 23 15 13 13 12 17 32 26 218 Sub-Total 438 113 195 315 212 197 140 110 100 117 336 266 2,539 601 26 15 29 70 51 20 20 28 29 34 35 38 395 602 15 21 55 89 44 28 31 22 30 50 59 76 520 603 38 28 68 159 106 83 52 61 79 125 225 217 1,241 604 3 3 7 2 3 3 10 4 1 9 11 10 66 605 I tº º 4 9 ſº 5 * - E = * tºmº tºº I gº 7 27 606 8 10 28 43 23 14 16 12 I6 26 30 40 266 607 tº- I 2 4 7 2 5 5 2 3 13 11 55 608 14 9 21 20 14 11 14 •º 11 13 20 36 183 609 tº ºn 2 3 19 3 2 &= -º-; 6 3 5 11 10 64 610 2 tºº 4 1 10 6 8 8 9 17 8 21 94 612 g-º-º-º: tº 2 tº-º-e 2 * Lºº tºº *º cºmº tºº tº-ººs sºmºmºmº 4 Sub-Total 107 89. 223 416 263 174 156 146 180 283 412 466 2,915 GRAND TOTAL 3,330 1,671 3,139 4,782 3,117 2,168 1,763 1,480 1,305 1,742 4,471 4,204 33,172 Page Ninety-three Desig- No. of nation* Generators Parkers Office Buildings 1 Gateway No. 1 - ---- 370 2 Gateway No. 2 -------- 787 3 Gateway No. 3 — 905 4 Pittsburgh Press --_ 540 5 Jenkins Arcade Bldg. 964 6 Bessemer Bldg. — 136 7 May Bldg. — 65 8 Fulton Bldg. --- 347 9 Pittsburgh Life Bldg. 97 10 Century Bldg. — 131 11 Keenan Bldg. - - - 104 12 Clark Bldg. — - 496 13 First National Bank Bldg. ---— 139 14 Oliver Bldg. — 543 15 Farmers Bank Bldg. -- 324 16 Park Bldg. --- 229 17 Chamber of Com- Iſleſ Ce --———----— 333 18 Bell Telephone Bldg. 224 19 Alcoa Bldg. - 285 20 Mellon - U. S. Steel Bldg. —— 845 21 Gulf Bldg. — 383 22 Koppers Bldg. --___ 332 23 Union Trust Bldg. --- 623 24 Dravo Bldg. --_____- 112 25 Remington Rand ----- 77 26 Benedum Trees Bldg. 58 *Location shown in Figure 13. TABLE N PARKERS DESTINED TO MAJOR GENERATORS (8:00 A.M. - 6:00 P.M.) No. of Page Ninety-four Desig- nation.* Generators Parkers 27 Peoples Bank Bldg.— 141 28 Union Bank Bldg. --- 206 29 Commonwealth Bldg. 227 30 Keystone Bldg. --- 83 31 Frick Bldg. - - --— 498 32 Law and Finance Bldg. —- 303 33 New Federal Bldg. — 811 34 Grant Bldg. 986 Department Stores 35 Joseph Horne Co. 1,437 36 Rosenbaum Co. 115. 37 May, Stern and Co.— 75 38 Gimbel Brothers —- 1,082 39 Frank & Seder of Pittsburgh __ 90 40 Kaufmann’s - 1,375 Hotels 41 Roosevelt Hotel —- 178 42 Fort Pitt Hotel - 112 43 William Penn Hotel — 678 44 Hotel Sherwyn — 259 45 Pittsburgher Hotel —- 76 46 Carlton House Hotel 322 Governmental Buildings 47 Allegheny Court House —--—— 395 48 City-County Bldg. --- 520 49 County Office Bldg. 266 50 Civic Bldg. --- - ------ 120 Sector A 1955 PARKING SUPPLY AND DEMAND Block: TABLE O Average Available tº º Number Parkers Demand Spaces Swrplus Deficiency Adjusted Total 001 -E-º. *= 438 438 tºmºs 002 * *=º 18 18 gºsº 003 1 1 18 17 * 004 1 1 108 107 *=º 005 2,062 1,399 1,467 68 tºº. 006 1 1 540 539 tºmmº 007 553 283 163 sºmºsºmº 120 008 135 94 141 47 * Sub-Total 2,753 1,779 2,893 1,234 120 101 1,475 645 2 º 643 102 999 326 3 sº- 323 103 271 144 77 * = } 67 104 408 174 tºmºmº dºmº 174 105 618 203 92 tºº 111 106 217 94 gº gº-ºº: 94 107 275 135 176 41 — 108 210 102 70 wº 32 109 194 89 283 194 *º- 110 687 291 25 gº 266 111 84 26 280 254 sº II2 312 106 46 * 60 113 196 157 403 246 em==sº 114 1,008 212 81 sº 131 115 595 208 20 tº-mº 188 116 61 30 204 174 *mº 117 230 90 201 111 ſºmº Sub-Total 7,840 3,032 1,963 1,020 2,089 201 167 83 4 emº 79 202 389 175 2 tºmº 173 203 163 92 º tºº 92 204 1,213 579 26 ºmºmº 553 205 740 364 amº tºº 364 206 765 411 tºº-º-º: ammº 411 ſ [ - ſ --~~~ | * I |- I º tº- º ; - - - : -- ICICI GC º - º - º - - 246 - : 643 67 || || 4| : 194 * 254 = FRIENCE ºr * - º > 5 2 13| - : º : º - º 13 - PARKING SPACE SURPLUS 17 - PARKING SPACE DEFICIENCY 1955 PARKING SPACE H SURPLUSES AND DEFICIENCIES CENTRAL BUSINESS DISTRICT M/ſ. Sail and 4…au, "Tsº PA. FIGURE D i Page Ninety-five TABLE O – Continued 1955 PARKING SUPPLY AND DEMAND Adjusted Adjusted Block Total Average Available Block Total Average Available e s Sector Number Parkers Demand Spaces Surplus Deficiency Sector Number Parkers Demand Spaces Surplus Deficiency s C 207 462 279 3 *sº 276 E 407 245 150 105 º- 45 - 208 272 164 8 *sus 156 408 133 92 96 4 -º- 209 390 245 4 --- 241 409 4.18 115 101 sºme 14 : 210 55 29 757 728 *==º 410 208 140 *- cº- 140 s 211 845 535 3 * 532 411 173 96 123 27 * - 212 837 498 106 - 392 412 2 2 90 88 * T 213 376 253 135 *s 118 413 3 2 smºsºme *s- 2 - 214 195 119 28 •== 91 414 21 8 72 64 --- | 215 690 353 * * 353 415 22 19 77 58 --- 216 727 366 5 -º-º-º: 361 416 ſº- e- ** * * | Sub-Total 8,286 4,545 1,081 728 4,192 Sub-Total 2,367 953 1,618 932 267 ; D 301 171 110 * * 110 F. 501 846 230 6 tº- 224 302 75 35 471 436 4- 502 253 151 95 tº- 56 303 150 83 39 --- 44 503 52 35 58 23 --- - 304 49 36 79 45 *== 504 7 2 78 76 * | 305 66 40 cº- * 40 505 4 3 104 101 º-º-º- 306 85 49 3 º- 46 506 391 198 211 13 * *- [. 307 126 57 4 ºmºmºe 53 507 37 23 788 76 g=== ºw-g 308 358 201 93 --- 108 508 581 264 119 *- 145 . 309 152 88 675 587 t- 509 124 83 131 48 - _. Is 310 125 57 110 53 3- 510 26 13 567 554 sº- 311 281 131 * *-> 131 511 218 130 8 * 122 -y- 812 616 3.18 - - 3.18 ºsmºs tº-mºm- -º- -º-º-º- -*= - 313 870 425 41 - 384 - Sub-Total 2,539 1,132 2,165 1,580 547 - | ## 1.3% #; * T #; | 316 56 30 734 704 *- G 601 395 201 3 *- 198 -r-- 602 520 281 4 g- 277 317 139 83 * --- 83 603 1,241 782 311 * 471 3.18 64 º- 449 449 * 604 66 42 27 - 15 319 526 309 º- -º- 309 605 27 9 * tº- 9 320 675 339 43 tº- 296 606 266 144 e- 4- 144 ----- 321 61 37 99 62 tº- 607 55 41 593 552 t-º- | 322 18 7 64 57 *- P ; ; ; ; ; – v. - . . *s-smº -*- * - -*sº 0 4 *- - Sub-Total 6,472 3,345 2,911 2,393 2,827 ; 94 76 * *== 76 l. 611 tº- *- 135 135 &= - E 401 114 57 24 -- 33 612 4 2 239 237 * # * : *; 6% ºf " ammºmºmºs ºsmºsºmams smºss-mºs º-m-m-º ºme 40 - - cºs - 404 727 1% º *E=- 17 Sub-Total 2,915 1,708 1,505 987 1,190 #: 1; % ; 3. º GRAND TOTAL 33,172 16,494 14,136 8,874 11,232 Page Ninety-8ia: +-- - .*- | i. ſili DATE DUE º.. !--."..*l| ---º}; i.-;: zº-ºº: E--- a-- ºw. * * ~ *- : * = < * > B-y ------ - - - - . . . . º. º. ...a... .º- - - ſ - - -º-º: _____________, sº as .