iiii n iH' .(!(ii!'!!i(!i;u m. ill! 'ill!! ^■iiiii cxt THE LIBRARY OF THE UNIVERSITY 0¥ CALIFORNIA LOS ANGELES GIFT OF Bureau of Giov't. Research m r.^ i':lLA. rar .'(ff^ u u Ma L^ .J^ 7-> H Ft —< I -J I % xT REPORT on Railroad Grade Crossing Elimination and Passenger and Freight Terminals in Los Angeles California Railroad Commission Engineering Department KI( HARD SACH.^E, Chief Engineer CopyriKht 1920 by Railroad Commission of the State of (California. r— • OO fHE JOHM P'"'!'?'?'.PH H'\YNES AND DORA Kv,'.:;: rr^^iBPjiQH LOS ANGELES, - - CALIFORNIA Table of Contents Page SUMMARY OF REPORT A\D RECOMMENDATION'S History of Proceedings 19 Scope of Work 2Q Recommendations 21 Elimination of Grade Crossings 2i Crossings Adjacent to Los Angeles River 21 Alameda Street Grade Crossings 21 Grade Crossings Between Los Angeles and Pasadena 22 Santa Fe Avenue and Butte Street 25 Establishment of Union Passenger Terminal 26 Desirability of Union Station 26 Location of Union Station 28 Continuation of Consolidated Uptown Ticket Office 33 Southern Pacific-Salt Lake Joint Terminal Facilities — Application 3346 33 Union Passenger Station and Electric lntcrurl)an Service 33 Improvement in the Handling of Freight 35 Industry Tracks and Switching 35 Union Freight Station 37 Additional Team Tracks 38 Associated Matters Held in Abeyance. ■ • • ■ • 39 Industrial Terminal Railway — Application 2692 39 Salt Lake Freight Station on Alameda Street — Application 3037 40 Interlocking at Aliso Street and Los Angeles River — Case 938 41 Pairing of Southern Pacific and Salt Lake Tracks Between Los Angeles and Colton 41 PART I— HISTORICAL MATTERS AND PRESENT CONDITIONS CHAPTER I— HISTORY OF PROCEEDINGS 45 Introduction '^^ Formal Complaints -IS Jurisdiction of Commission •.■••; ^^ California Supreme Court Decision Ordering Investigation 48 Associated Formal Applications 49 Hearings Before the Commission 50 Reports Upon Temporary and Immediate Measures 52 Attitude of United States Railroad .Administration 54 CHAPTER II— GENERAL SURVEY OF THE PROBLEM 59 Influences Affecting Terminal Problem 59 The Steam Railroad Problem 61 Relation of Electric Interurban Lines to the Problem 62 CHAPTER III— HOSTORY AND DEVELOPMENT OF CITY AND OF __ TRANSPORTATION FACILITIES 65 Historical Review 6| Early History of City 65 Growth of the City 66 Municipal Railroad 74 Steam Railroads 75 Passenger Stations in Los .\ngeles 86 Present Conditions ^- Railroad Entrances 92 Railroad Mileage in Los .\ngeles 96 Valuation of Steam Railroad Property in Los Angeles 96 Relation of the Business District to the Topography 96 CHAPTER IV— ELECTRIC TRANSPORTATION 99 Los Angeles Railway " Present Conditions 99 Rerouting • 101 1 782157 Page Pacific Rlectric System and Rapid Transit Plans: Present Conditions }^^ Recoirnundations in Arnold Report jUo Causes of Lack of Growth ^^ The L'hiniate Rapid Transit System UJ Recommendations ' '" PART II— THE ELIMINATION OF GRADE CROSSINGS CHAKIKK \— tiKADK CKOSSIXli Kl.l Ml XATIOX IX GEXEKAL 121 Scope of Inquiry J-j Complaints ; J-^ District in Which Grade Crossing Elimination is to be Considered lio Plans I'roposed for Grade Crossing Elimination 1^3 Necessity and Advisability of Elimination 128 Street Tratiic in General ^29 CHAPTER X I— DEPRESSION OF TRACKS FOR ELIMINATION OF GRADE CROSSINGS AT THE LOS ANGELES RIVER.. 133 Los Angeles River Crossings L33 Traffic Studies ^^^ Plans for Elimination of Crossings 137 Estimates on the Santa Fe or West Side of Los Angeles River 144 Estimates on the Salt Lake or East Side of Los Angeles River 148 Excavation Quantities 150 Onler in which the Work Should be Done 152 CHAPTER \1 1 — PRESENT AND PROPOSED BRIDGES OVER THE LOb ANGELES RIVER 155 General Elements of Design 155 Present and Proposed Bridges 157 CHAPTER \TII— ALAMEDA STREET GRADE CROSSINGS 192 Traffic Studies 192 Methods of Elimination of Grade Crossings Along Alameda Street 202 Plan for Reduction of Freight Switching 204 Recommendations for Reduction of Freight Switching 209 CHAPTER IX— ELIMINATION OF OTHER CROSSINGS AT GRADE 216 Grade Crossings Between Los Angeles and Pasadena 217 Crossing of Pacific Electric and Huntington Drive in Rose Hill District 222 Crossing of Mission Road and Alhanibra Avenue 222 Crossing of Butte Street and Santa Fe .\venue 224 Crossings Introduced by Engineering Department Plan for Union Passenger Station at the Plaza 225 Crossing at MissiiJii Road and Elliott Street 228 PART III— UNION PASSENGER TERMINAL CHAPTER X— DESIRABILITY AND REQUIREMENTS OF A UNION PAS- SENGER TERMINAL 233 Present Passenger Stations 233 Desirability of a Union Passenger Terminal 247 Steam Railroad Traffic Studies 250 Passenger Traffic 250 Passenger Trains 259 Baggage, Mail and Express 266 Requirements for Union Passenger Terminal 273 Time Required to Reach Different Sites 278 Distance of Site from Business District 278 CHAPTER XI— THE SITE FOR A UNION PASSENGER TERMINAL 281 Site Considered .^part from Detailed Plan 281 Sites Suggested for Union Passenger Terminal 281 Comparison of Sites 283 Southern Pacific Site 283 Santa Fe Site 290 Plaza Site 295 CHAPTER XII— PLANS PRESKXTED FOR LXIOX PASSENGER TERMINAL 303 Earlier Plans 303 Plans Presented Before the Commission 307 Central Development Association Plans 307 Business Stal)ility Association Plan 324 Southern Pacific-Salt Lake Plan for Joint Station 328 Southern Pacific Plan Revised for Union Passenger Terminal 340 Immediate Construction Necessary 343 CHAPTER XIII— PLAN FOR UNION PASSENGER TERMINAL AT SANTA FE SITE 347 Principal Factors and Requirements 347 Approach Routes 34S Station Building 352 Station Tracks and Platform 354 Baggage. Mail and Express Facilities 354 Coach Yards 356 Track Arrangement 359 Extension of Santa Fe Freight Station 360 Immediate Construction Necessary 360 CHAPTER XIV— PLAN FOR UNION TERMINAL AT THE PLAZA 365 Principal Factors and Requirements 365 Comparison with Barnard Plan 365 Principal Advantages of Site 367 Features of the Plan 371 Site 371 General Approach Routes 372 Station Building 376 Station Tracks and Platforms 378 Baggage. Mail and Express Facilities 380 Station Yard 381 Coach Yard 382 Relocation of Southern Pacific Freight Station 382 Immediate Construction Necessary 384 Selection of Plaza for Final Recommendations 387 Final Recommendations 396 PART IV— FREIGHT CHAPTER XV— PRESENT FREIGHT TRAFFIC AND FACILITIES 401 Freight Traflic 401 Carload Freight 404 Less-Than-Carloail Freight 406 Freight Facilities 407 Freight Yards 407 Freight Stations 419 Team Yards 429 Los Angeles Union Terminal Company 433 ''HAPTER XVI— INDUSTRIAL SPUR TRACKS— PLAN AND SERVICE.... 437 Relation to Terminal Problem 437 Industry Spurs 438 Types of Spur Tracks 440 The Herringbone System of Spur Tracks 444 Recommendations Relative to Industry Spurs -146 CHAPTER X\ 11 — PROPOSED I MPRO\EMEXTS I\ FREIGHT HAXDLIXG 451 Present Conditions tienerally Satisfactory 451 Effect of Elimination of Grade Crossings Adjacent to the Los Angeles River 453 Effect of Establishment of Union Passenger Terminal 454 Establishment of Union Less-Than-Carload Freight Station 456 Pairing of Southern Pacific and Salt Lake Tracks Between Los Angeles and Colton 464 PART V— REAL ESTATE, FRANCHISES, FINANCIAL MATTERS AND ESTIMATES Page CHAPTER Will — RKAL ESTATE STUDIES 471 Character and Method of Studies ''/I H istorical Discussion 473 Present Condition of Occupancy of Industrial District 476 Majrnitudc of Railroad Holdings 48- Recent Large DeveloiJUients 488 Proliahle I'uture Development 489 Effect of Recommendations 490 Land Estimates for \'arious Plans 491 Damages Caused by I'roposed Viaducts 511 Lands That May Become L'nnecessary for Railroad Use 512 Land Summary for Adopted Final Recommendations 518 Effect of Recommendations Upon Development and Land X'alues 521 CHAPTER XIX— FRANCHISE. LECiAL AXl) FIXANCIAL MATTERS 523 Franchise and Legal Matters 523 Financial Matters ■• . . 525 Financing of Expenditures Directly Connected with a Union Terminal.... 527 Tentative Plan for Division of First Cost 528 Tentative Plan for Division of Operating and Maintenance Cost 529 Pacific Electric Railway and Rapid Transit 529 CHAPTER XX— ESTIMATES 531 Sources of Data 531 Maps and Profiles 531 Occupancy Survey 533 Contents of Estimates 534 Key to Estimates 538 Estimates for Ultimate Construction by L'nits S44 Estimates for Immediate Construction by L^nits 549 Keys to -Assembly of Unit Estimates for Complete Plans 553 Summary of Unit Estimates for Complete Plans (Tables) 557 APPENDIX Page TABLE I— Growth in Autoniohilc Registration, 1914-1918 565 TABLE II — Travel Over Bridges Across Los Angeles River 566 TABLE III — Passenger Train, Freight Train and Light Engine Movements Along Alameda Street— 1917 567 TABLE I\' — Passengers Handled by Steam Railroads at Los Angeles (April 1918) 568 TABLE V — Passengers Handled by Steam Railroads at Los Angeles (Sep- tember 1918) 569 TABLE V'l— Ticket Sales by Steam Railroads at Los Angeles in 1917 570 TABLE VII — Scheduled Passenger Trains at Los Angeles as of Decemlier 31. 1917 571 TABLE \TII— Scheduled Passenger Trains at Los Angeles as of June 2, 1918. . . 572 TABLE IX— Baggage Handled by Steam Railroads at Los Angeles, 1917 573 TABLE X— Express Handled by Steam Railroads at Los Angeles, 1917 574 TABLE XI — Trackage and Car Capacity, Steam Railroad Passenger and Coach Yards— 1918 575 TABLE XII— Trackage and Car Capacity, Steam Railroads— 1918 573 TABLE XIIl — Freight Cars Handled by Southern Pacific In and Out of Los Angeles— 1917 576 TABLE Xl\— Freight Cars Handled liy Steam Railroads In and Out of Los Angeles— 1917 577 TABLE XV— Cars Interchanged l)y .A.I1 Railroads in Los Angeles, 1917 578 TABLE XVI— Carload Freight Inbound and Outbound— Los Angeles, 1917 579 TABLE XVIl — Less-Than-Carload Freight Inbound and Outbound, Los Angeles, 1917 580 TABLE XVIII — Areas and Capacities of Los Angeles Freight Depots 581 TABLE XIX — Cost Estimate, 1)y Steps, of Proposed Union L. C. L. Freight Station 582 TABLE XX — Freight Cars Set Out by Southern Pacific on Spurs Along Alameda Street 583 TABLE XXI— Data on Southern Pacific Arcade Station — Los Angeles 584 TABLE, XXII — Physical Characteristics of Passenger Stations — Los Angeles.... 585 TABLE XXIII — Physical Characteristics of Baggage Facilities at Passenger Sta- tions — Los Angeles 586 TABLE XXU' — Physical Characteristics of Express Facilities at Passenger Sta- tions — Los Angeles 586 TABLE XXV — Physical Characteristics of Mail Facilities at Passenger Stations — Los Angeles 586 TABLE XXVT- Physical Characteristics of Passenger Stations Including All Facilities — Los Angeles 587 LIST OF ILLUSTRATIONS No. Title Page 1 Hirdscye View of Los Angeles Railway Situation in Accordance With Engineering Department's Keconiniendations •'! 2 *Tlu' riaza ^^ 3 Growth of Los Angeles in Population and Area 6/ 4 Growth of the City of Los Angeles 69 5 Territorial Growth of Los Angeles iP 6 Distrilnition of Population in 1917 '1 7 •Terminus of Los Angeles and San Pedro R. R. at Wilmington 74 8 *First Los Angeles Railroad Station 78 9 *Train Shed — Old Southern Pacific Arcade Station 89 10 Map of Rail Entrances and Extent of Flat Land Along River 92 1 1 Railroad Map of Los Angeles District 93 12 Relief Map of Los Angeles County 9,1 13 Street Car Flow in Business District During Evening Rush Hours 100 14 Street Car Flow in Vicinity ot Plaza After Rerouting 102 15 Existing Street Car Routes — Plaza District 103 16 Rerouting of Street Cars— Plaza District 104 17 Passenger Traflic Flow Diagram 107 18 Additional Transit Facilities Ill 19 Diagram of Rapid Transit Lines 112 20 Study Showing Rapid Transit Sulnvay Routes 114 21 Proposed Rapid Transit Line to Pasadena 116 22 Street and Railwav Traffic at the Los Angeles River Bridges 134 23. Profiles of River Bank Tracks 139 24 Perspective of Bridge Over the Los Angeles River at Seventh Street 142 25 Profiles of River Bank Tracks Accompanying the I 'Ian Recommended for a Union Station at the Plaza 14S 26 Profiles of River Bank Tracks Accompanying Plan for Union Station at the Santa Fc Station Site 146 27 Profiles of River Bank Tracks Accompanying Plan for Union Station at the Southern Pacific Station Site 147 28 Profile for a Viaduct at Seventh Street 151 29 Cross-section of Eighty Foot Street 156 30 *Santa Fe Bridge Across the Los Angeles River 157 31 *North Broadway Bridge 158 32 *Xorth Spring Street Bridge Crossing the Tracks of the Santa Fe, the Los Angeles River and the Tracks of the Salt I-ake 159 35 *North End of North Spring Street Bridge 161 34 Plan and Elevation of Existing Bridge at North Spring Street 160 35 ♦Large Pier — North Broadway Bridge 162 36 *\orth Main Street Bridge Crossing the Santa Fe and Salt Lake Tracks and the Los Angeles River 163 37 Plan and Elevation for a Bridge Over the Los Angeles River at North Main Street 164 38 *Southcrn Pacific Bridge Across the Los Angeles River at Alhamhra Avenue. 165 39 *Bridges Across Los .\ngeles River at Macy Street 167 40 *Along Macy Street Bridges 168 41 Plan and Elevation for a Bridge Over the Los .\ngeles River at Macy Street. 169 42 *Aliso Street Bridge Across the Los .\ngeles River 170 43 *View Looking .Mong .-Xliso Street Bridge Across the Los Angeles River.. .. 171 44 Plan and Elevation for an Interurhan Electric Railway Bridge Across the River at .Miso Street 173 45 Plan and Elevation for an Interurhan Electric Railway Bridge Across the Los .\ngeles River at Aliso Street 174 46 Plan and Elevation for an Interurhan Electric Railway Bridge Across the River at Aliso Street 175 47 *First Street Viaduct .Across Los Angeles River 176 48 *Wcst End of First Street Bridge 177 49 *West Approach to First Street Viaduct 178 50 Plan and Elevation for a Bridge Over the Los .Angeles River at First Street.. 179 51 *Fourth Street Bridges and the Los .A.ngelcs River Bed 180 52 *Los .\ngeles Railway Bridge .\cross the Los .Angeles River Fourth Street.. 181 53 Plan and Elevation for a Bridge Over the Los .\ngeles River at Fourth Street. 183 ♦View. LIST OF ILLUSTRATIONS Fig. No. Title Page 54 *Seventh Street Bridge .Across Los .\iigeles River 1X4 55 *.'\iiother View of Seventh Street Bridge .\cross Los .'\ngeles River 184 56 Plan and Elevation for a Bridge Over the Los .Angeles River at Seventh St. 185 57 Plan and Elevation for a Bridge Across the Los .Angeles River at Seventh St. 186 58 *Xinth Street Bridge .Across the Los .Angeles River 187 59 Plan and Elevation for a Bridge .Across the Los .Angeles River at N'inth Street 188 60 *Salt Lake Bridge .Across Los .Angeles River at Butte Street 189 61 *Santa Fe Bridge .Across Los .Angeles River South of Butte Street 190 62 *T\venty-Sixth Street Bridge of the Los .Angeles River 191 63 *TrafRc Congestion at Seventh and .Alameda Streets 193 64 *Street and Railroad Traffic .Across and on .Alameda Street 194 65 *VehicIes and Train at Si.xth and .Alameda Streets 195 66 .Average Hourly Traffic Across and on .Alameda Street at the Principal Cross Streets 196 67 Relation Between Street and Railroad Traffic and Delays to Street Traffic on .Alameda Street 196 68 *Traffic Congestion at Si.xth and .Alameda Streets 197 69 Freight Switching on .Alameda Street 210 70 *.Arroyo Seco from Elysian Park 220 71 *Intersection of Mission Road at .Alhambra .A\enue 223 72 Plan and Elevation for Santa Fe .Avenue Subway at Butte Street 224 73 Plan and Elevation for the Macy Street Viaduct Over L^nion Station Tracks at the Plaza 226 74 Plan and Elevation for the North Main Street Viaduct at Redondo Street.... 227 75 Plan of Pacific Electric Freight Connection L'nder Mission Road 229 76 *Southern Pacific Station 234 n *Ceres and Central .Avenues from Southern Pacific Station 236 78 *Passenger Subway — Southern Pacific Station 236 79 *Platforms and Side Subways at Southern Pacific Station 237 80 *Southern Pacific Station Yard from Fourth Street 238 81 *Exit Subway at Southern Pacific Station 239 82 *Southern Pacific Station Yard — South End 239 83 *Southern Pacific River Station 241 84 *Santa Fe Station . .■ 242 85 *Santa Fe Station — Rear View 243 86 *Salt Lake Station 244 87 *Pacific Electric Building — Rear View 245 88 *Pacific Electric Yard at Main Street Station 246 89 *Pacific Electric Hill Street Station 246 90 Distribution Through the Day of tJie Number of Steam Road Passengers.... 253 91 Record of Number of Passenger Trains at Los .Angeles from 1907 to 1919.. .. 262 92 Forecast for Steam Passenger Trains 263 93 *Electric Locomotive 265 94 *Baggage Building at Santa Fe Depot 266 95 *Wells. Fargo and Company Express Station at Fourth Street and Central .Avenue 267 96 *E.xpress L'nder Cover — .Southern Pacific Station 268 97 *VVelIs Fargo Express Building — Santa Fe Depot 269 98 *.American Express Company — Salt Lake Station 269 99 *Pacific Electric Express Cars at Main Express Depot 271 100 *Mail Building at Santa Fe Depot 272 101 Map of Southern Pacific Station Grounds and Trackage 285 102 Map Showing Relation of L'nion Station Sites to Business and Industrial Districts 287 103 Traffic in Vicinity of the Plaza 300 104 Preliminary Plan of Central Development .Association 308 105 Map Showing Route of Industrial Terminal Railway Company 309 106 *Perspective of L^nion Terminal at Plaza 311 107 *Perspective of L'nion Terminal at Plaza 312 108 *Front Elevation of Plaza Union Terminal 313 109 The Hawgood Plan 314 110 Trackage Map for L'nion Station at Plaza as Proposed bv Hawgood 315 111 The Storrow Plan 317 *View, LIST OF ILLUSTRATIONS Pig- No. Title Page 1 12 Track Arrangement for Storrow I'lan 319 'A3 Section Through I'laza Terminal 318 114 Harnaril I'lan for a Union Passenger Terminal at the Plaza 325 115 Track Arrangement for Barnard Plan of L'nion Station, the Plaza 327 116 Joint Passenger Terminal as Proposed ])>■ the Southtrn Pacific Company and the Los Angeles and Salt Lake Railroad Company 329 117 Track Plan for L^nion Station at the Southern Pacific Site 331 118 Grade Crossing Elimination at Sixth and Alameda Streets 333 119 Profile of Elevated Approach to Southern Pacific Station 334 120 Perspective of Seventh Street Viaduct and Elevated Approach in Southern Pacific Station Project 335 121 Route Map With Union Station at the Southern Pacific Site 339 122 Plan for l'nion Passenger Terminal at the Southern Pacific Site 341 123 Plan for Union Passenger Terminal at Santa Fe Site 349 124 Route Map With Union Station at Santa Fe Station Site 351 125 * Perspective of Union Passenger Station at Santa Fe Station Site 350 126 Engineering Department Plan for Union Passenger Station at Santa Fe Station Site 353 127 Plan for a Union Coach Yard to Accompany Plan of Union Passenger Station at Santa Fe Site 357 128 *Union Passenger Terminal at the Plaza. Los Angeles 366 129 Engineering Department Plan for a L^nion Passenger Terminal at the Plaza.. 369 130 Route Map With Union Station at the Plaza 373 131 Plan for Union Passenger Station at the Plaza 375 132 Plan and Section for a Subway Station at Main and Rcpulilic Streets. Accom- panying Plan for Union Station at the Plaza 377 133 First Step in Engineering Department Plan for a Passenger Station at the Plaza 383 134 General Study Showing Relation of Union Station at Plaza to Shops. Yards, Trunk Lines and Present and Possible Future Rapid Transit Facilities.... 386 155 Through Freight Traffic 402 136 Carload Freight Movement in Los Angeles 403 137 *New Classification Yard. Southern Pacific 408 138 *Southern Pacific Upper Yard 409 1.39 *Southern Pacific Lower Yard 409 140 *Southern Pacific Midway Yard 410 141 *Santa Fe Yards North of Fourth Street T$ridge 413 142 *Southern End Santa Fe Freight Yard 413 143 *Salt Lake Freight Yard North of Fourth Street 415 144 *Sa!t Lake Yard South of Fourth Street 415 145 *Pacific Electric Freight Yard '. 417 146 *Southcrn Pacific Freight Sheds and Team Yard 419 147 *Southern Pacific Freight Depot 420 148 *Southern Pacific Outbound Freight Shed 421 149 *Another \'iew Southern Pacific Outbovnd Freight Shed A22 150 *.Santa Fe Inbound Freight Shed '. 422 151 *Modern Package Freight Handling at the Santa Fe Freight House 423 152 *Santa Fe Station Yard ' 423 153 *.Santa Fe Outlinund Freight Shed 424 154 *SaIt T-ake Freight Station 425 1.55 *Salt I-ake Automobile Freight Station 426 156 *Pacific Electric Freight Station 427 157 Proposed Pacific Electric Freight House Yards 428 LS8 *Macy Street Team Yards 429 159 *Southern Pacific Team Tracks — Fourth and Alameda Streets 430 160 *Santa Fe Team Yard Between Third and Fourth Streets 430 161 *Santa Fe Team Tracks 431 162 *Santa Fe Team Yard at Bay and Lawrence Streets 431 163 *Team Tracks at Salt Lake Freight Station 432 164 *Pacific Electric Team Yard and Transfer Yard 433 165 *Warehouses and Cars — Los Angeles Union Terminal 435 166 *Market Court — Los Angeles Union Terminal 434 *View, LIST OF ILLUSTRATIONS Fig. No. Title Page 167 Regional Distribiilioii of Freight Cars on Industry Tracks anil Interchange of Freight Cars 439 168 *Industry Spur in Arcade 440 169 *Santa Fe Alley Near Violet Street 441 170 *Spur Track Placed Beliind Sidewalk 441 171 *\\'arehouse With Spur Track Inside 442 \72 *Spur Track on Alameda Street Near First Street 442 173 *Sidevvalk Used for Unloading Platform 443 ! 74 *Freight Cars in Commercial Street 444 175 Proposed Union Tertuinal for Less Than Carload Freight 459 176 Proposed Freight Yard and Connection from Butte Street to Hunter Street.. 463 177 Proposed Joint Use of Tracks of Salt Lake and Southern Pacific Tracks Be- tween Los Angeles and Colton 465 178 Location and Class of Buildings in the Industrial Section 478 179 Ownership and Occupancy of Principal Industrial Lands of Los .Angeles.... 481 180 Land Index of Railroad and Utility Properties in the Railroad and Industrial District 487 181 Land Map for Plan ".\" — Union Station at the Southern Pacific Station Site. 493 182 Land Map for Plan 'D"— Union Station at the Santa Fe Station Site 497 183 Land Map for Plan "C"— Union Station at the Plaza 499 1S4 *Main Street Xorth From Market Street .501 185 *Main Street Between Commercial Street and the Plaza 501 186 *Main Street From the Plaza 502 187 *Main Street Between Marchessault and Macy Streets 502 188 *Plaza Street Between Main and Los Angeles Street 503 189 *Los Angeles Street Between Cominercial and Arcadia Streets 504 190 *Los Angeles Street From .\rcadia Street to Plaza Street SOS ICl *Los Angeles Street From the Plaza Toward Commercial Street 506 192 *Los Angeles Street South From .'Miso Street S07 193 *Los Angeles Street and "Negro" Alley 507 194 *Frontage on the West Side of the Intersection of Los Angeles and Alameda Streets §08 195 *Intersection of Los Angeles and Alameda Streets 308 196 *Improvements on the Property of the Oil Well Supply Co 509 197 *Looking East .Across Alhambra Avenue at Alameda Street 509 198 Key Mao for Estimates for Southern Pacific Plan 539 199 Kev Map for Estimates for Santa Fe Plan 541 200 Key Map for Estimates for Plaza Plan 543 *View. COWINO. EOOeRTON. PrcS.. COMM.SSIONCR >* AT rt *^ W *» WILLIAMS - - - 8tCRtT*HY MO.LOVELANO - - CO«m,ss.ONE« i^W^U ^ YtX Itt f ^ H G MATHCW60N ■ ■ AsstSCCY FRANKR DEVLIN - - Co«>..«.ONC« ^^"Av^ '^^Si>^' W P. GEARY - - .R«TeC«Pt».T MARLEyWBRUNDlOC - Co-M,ss.ONt« 'K?^^^ nffLtv ^/7>. RICHARD SACH8E - - Cn.tr Enc.NE« IRVING MARTIN - - COHHISKIONCR ^* 0* IlJC */" JW WHITE AuDiTOn PHILIP BANCROFT - Ekamihcr ^ W. C FANKHAUSER - BOho ExpCHT HARRr A. ENCCLL - ExamiNCO j&fflfC DF Olfl lifDinTtfl DOUGLAS BROOKMAN - AttowhCV MYRON weSTOVER EsaMINCR * ^U-t* 4 1 1 VV * HI* Wi. HANDFORO- • - -E.A...NCII TtLtPHO WC SUTT CR 2260 NINTH FLOOR, FLOOD BUILDING -ooai*. ail comuumiotion. to POWELL AND MARKCT STNCCTB AMlnOao COMM.aaiQM or thI >r*Ti o' CaiirOiiNiA BRANCH OFFICE 20S UMION LCASUC SUILOINa L08 ANGELES S*N FRANCISCO TCLCPHONC eOOTZ pteo stxi LETTER OF TRANSMITTAL Subject : Los Angeles Railroad Grade Crossing and Terminal Investigation, Cases 970 et scq. California Railroad Commission, San Francisco, California. Gentlemen : In December, 1917, the Commission instructed me to arrange for a com- plete engineering investigation into the Los Angeles railroad grade crossing and freight and passenger terminal situation and to report to the Commission on all of the matters above referred to. This work has now been completed and I am submitting with this letter this department's "Report on Railroad Grade Crossing Elimination and Passenger and Freight Terminals in Los Angeles." You will find preceding the first chapter a summary and in the body of the report a full discussion of the Los Angeles grade crossing and terminal problem. The report has grown to be larger than was expected. It was necessary, nevertheless, to limit the scope of the investigation and to leave out of consideration a number of matters that were brought before us in the course of our work. Among such matters were the relation of the Los .An- geles railroad development to the municipal harbor at San Pedro, more com- prehensive plans for the elimination of grade crossings on electric rapid transit lines, the electrification of the steam roads in the Los Angeles district and in Southern California, the location and the plan for a civic center, and other problems of a city planning character. Aside from the fact that each one of these subjects is large enough for a separate and independent investi- gation and that we had neither the means nor the time to deal adequately with these matters, it was apjiarent tiiat in their essential features they were outside the jurisdiction of this Commission. Within the limits it was necessary to recognize, we believe that our report is complete. This statement is made with the fact in mind that there is available in the engineering department a very large amount of detail data that it was impracticable to include in a printed report. The magnitude of the subject can, perhaps, best be illustrated by the fact that estimates were 12 Los Angeles Terminal Investigation made for various purposes ami plans (many of which liad to be rejected) totalling in excess of one hundred million di^)llars, and that the total estimate for all of our ultimate rccommcndalions amounts to approximately thirty-two million dollars. It will be con\ tMULiit to give to the Commission in this letter our conclu- sions in the tlirec main branches of the investigation (possibility of grade crossing elimination : desirability, location and plan for a union passenger terminal; possibility for impro\ement in the freight situation) and in the matters related to these three main branches. Grade Crossing Elimination This is the most important nf the three subjects and is the one that is of most vital importance to the public and to the railroads. It is also the controlling engineering element in the entire report and, to a large extent, governs the solution of the uninn terminal and freight problems. We believe that all complaints against the unsatisfactory grade crossing conditions in Los Angeles, within the scope of this report, can be satisfied and that a permanent solution of the problem can be had by the adoption of our recom- mendations. These are: 1. Eliiniiiate all important grade crossings on both banks of the Los .\n- gelcs River through the depression of the railroad tracks and the ele- vation of the streets by means of the improvement of existing, and the construction of new, viaducts across the river and across the tracks adjacent to the river. The streets to be so treated are North Main, Macy, Aliso, East First, East Fourth, East Seventh and East Ninth Streets. The North Spring Street crossing is to be entirely eliminated and Alhanibra .'\venue crossing is to be protected by an improved interlocking plant. The recommendations should be carried out sub- stantially in the order and according to the plans given in this report. 2. Allow tracks to remain on .Alameda Street but eliminate all (except approximately 3 per cent) of the present railroad traffic by diverting to better channels. The remaining traffic (consisting of switching ser- vice) is to be handled at night lietween Macy and Ninth Streets. Elim- inate all main line traffic from Alameda Street. 3. Bring about the elimination of 61 streets, 8 electric railway and 2 steam railroad crossings by the adoption of the Santa Fe plan for an improved line between Los Angeles and Pasadena. Bring about the elimination of an additional 28 grade crossings on the Salt Lake Railroad by re- quiring that road to join in the construction and the use of the proposed Santa Fe line and by the abandonment and removal of its present tracks between the termini of the proposed line. If, in addition to the existing rapid rtansit lines, a municipal electric line should be built between Los Angeles and Pasadena, this line should be located on the same right of way (additional width to be acquired) and should be combined for the Santa Fe and the Salt Lake between Los Angeles and Pasadena. 4. Depress Santa Fe Avenue and raise the Butte Street tracks to el the grade crossing at Butte Street and Santa Fe .A.ven immate ue. I,i:i iKKs (IK Transmittal 13 Union Passenger Terminal After a most exhaustive consideratinn of all arguments for and against a union passenger station in Los Angeles, we have come to the conclusiou that the establishment of such a station is desirable both from the standpoint of the public and from the stan(l]KMnt of the railroads, that the cost is justified and that the project can be financed. The reasons for this n inclusion are given in detail in the body of the report. We have found three sites adapted to the location of such a station, \iz.. the Plaza site, the Santa Fe Station site and the Southern Pacific Station site. Detailed plans and estimates have been worked up by us for each of these locations, and the recommendations contained in the report have been fitted to each of the plans. Of the three plans, the Plaza plan is the best and it is our recommendation that the Commission order the establishment of a union passenger station at this site substantially in accordance with the plan we have developed. Freight We believe that the matter of proper freight facilities is of even greater importance to the City of Los Angeles than the matter of steam railroad passenger facilities. It is our conclusion that freight traffic conditions are not unsatisfactory and that no far reaching recommendations are necessary to bring about such further improvements as appear to us desirable. Our recommendations in this connection are : 1. Tracks should not be removed from Alameda Street at this time, but all possible traffic should be removed from that street (see recom- mendation No. 2 above). 2. The so-called "Santa Fe .Mley Si)ur" should be removed north of Butte Street. 3. Dealing with switching service and spur tracks for the future, we recom- mend that : (a) Xew permits he not granted for industry tracks longitudinally in the streets. (b) All tracks now longitudinally in the streets be confined to indus- trial purposes only and be removed as soon as better access to the industries served can be obtained. (c) All spur tracks to be built in general easterly and westerly direc- tion from the river banks and not across east and west streets unless, by such construction, the crossing of important north and south streets is avoided. 4. The establishment of a union freight station for less than carload freight at the Santa Fe freight yard site on Santa Fe Avenue from First to Seventh Streets is recommended. The present Santa Fe freight station is to become a part of this union freight station. This we consider a very important recommendation and one that will be of great and permanent benefit to the railroads and to the shippers in Los Angeles. 5. The establishment of team yards along the east side of Alameda Street is recommended, as outlined in the report. 6. We recommend the construction of new freight yards farther away from the industrial district. A new yard is recommended for the Southern 14 Los Angeles Terminal Lwestigatiox I'acilic, following the plans of this road, along the San Fernando Road. and a new yard for the Santa Fe is recommended on the FuUerton line just east of Hohart, on land already acquired. Related Recommendations Related to the foregoing rcconiinciuhitions are certain otlier matters that are cither l)efore the Qimmission in various applications consolidated with this i)roceei (i\er $32,(X)0,000 seems large, it should be remembered that this money is to be e.xpended over a term of years. In any event, whether the foregoing recommendations are ado])ted or not. very large capital expenditures aggregating probably in the neighborhood of the sum estimated by us will become necessary in the near future if the transportation of Los Angeles is to keep pace with the growth and the industrial and business 16 Los Angei.es Tkkminai. In\ icstkjatiu.n development of the City. The choice is not between a large e.xpenditure if these recommendations are adopted and a small one if they are not adopted : it is rather between an adequate and carefully planned development without wasteful e.xpcnditures and a haphazard {growth dictated, in the main, by private interests from the standpoint of each individual road. In either case the burden of capital and operating costs nuist. in the end, be borne by the public. It is impossible to estimate in dollars the direct and indirect savings and benefits through the carrying out of these plans that will accrue to the rail- roads, to the passengers and to the shippers and also to the people and enter- prises affected by transportation conditions. We have no hesitation in saying, however, that from the financial standpoint alone, the jjroposed expenditure is justified. In the larger aspect of city planning, there is no doubt that the City of I.os .\ngeles should use every efi'ort to assist in the carrying out of these recommendations. It is a i)leasure to acknowledge the wdiole-hearted co-operation of our permanent and temporary engineering staff and of all other Commission employees assigned to this work. I have attached to this letter a statement of personnel, listing all engineers assigned to the investigation, in order thai the Commission may know to whom credit and responsibility belong. Much credit and thanks are tlue to the engineers and representatives of the City and County of Los Angeles and of all the railroads, steam and electric, who were always ready to furnish us with the necessary information and to assist us in every possible way. It would have been impossible, without the assis- tance of these gentlemen, to comiilete this report within the time and means at our disposal. Respectfully, y^/^M,J^ July 31, 1919. Chief Engineer b' PERSONNEL Richard Sachse, Chief Engineer, in charge. H. G. Weeks. .Assistant Engineer, in charge of office and field work in Los Angeles. Structural Design and Estimates — *G. S. Hill. .Assistant Engineer. E. A. Bender. Draftsman, H. Schmidt, Draftsman, *T. F. Chace, " *0. A. Schyl, *H. E. Findlay, " *H. Y. Smith. *G. A. Raab. " *L. Millsaps, *Earl Frary. Architectural Draftsman. Land Appraisal — \'. C. Dickinson, Assistant Engineer. R. L. Davis, .\ssistant Engineer, F. H. Smith, Assistant Engineer, Ward Hall, " " R. W. Ure, Clerk, Historical and Traffic Studies — A. C. Wells, Assistant Engineer. *C. Fiske. Jr.. .\ssistant Engineer, ♦R. X. Taplin, Assistant Engineer, Trackage Estimates and Industrial Survey — A. A. .\nderson, Assistant Engineer. J. F. Beaman. Assistant Engineer, A. N. Johns, Assistant Engineer, Building Estimates — *H. D. Johnson. Assistant Engineer. General — B. W. Campbell .Assistant Engineer. G. H. Sisson, .Assistant Engineer. *Temporarj- employee. SUMMARY OF REPORT AND OF RECOMMENDATIONS A short review uf the furnial jjroceeilings which led to the Los Angeles History of grade crossing and terminal investigatinn is necessary to an understanding Proceed- ot the purpose of this report. In July. l'>15, several civic organizations of ings Los Angeles filed comi)laints asking the Commission to ameliorate the grade crossing situation within the city limits of Los Angeles, to consolidate and unify the tracks of the various mads, to pro\-ide for a union ])assenger station and fnr better freight facilities and to investigate thcrnughly the entire transpcirtation situation. These cctmplainants were joined in ilieir general and more specific peti- tions by a number of other ci\ic ;ind commercial c irganizations and by several munici])alities in the immediate neighljorhood of Los Angeles, until, in August, l''lf). there were before the C'ouunission se\en formal proceedings and at least ten informal complaints. L'nder the prii\ision> nl the Public Utilities Law, the Commission began the hearing uf these cases and con- solidated them into one proceeding. The question of the Conunission's jurisdiction was raised by the railroads and by the Cit}- of Los Angeles and the issue was taken before the Supreme Court of the State of California, .\fler the Court had conlirmed the Com- mission's inrisdiction in all essential aspects and had |ilaceil the Commission under luandate to proceed with the various cases, the City of Lo.s Angeles, the County of Los Angeles and other interests were made iiarties to the proceeding and the Ci luimission cntario. .Sierra Madre. Colton. .San Marino. San I'edro. Whittier. Santa Monica and X'enice; and the County of Los .\ngeles through its county authorities. Subsequent tcj the fding of the \arious proceedings just referred to. applications were maile to the Counnission liy tlie Los .\ngeles and .^alt Lake Railroad. b\ the Industrial 'reiininal R;iil\\;iy Comi)any of Los Angeles. b\' the Southern Pacific and b\- the Southern I'acilic. the .^alt Lake and the Pacific lilectric jointly, for permission to undertake certain operating agree- ments aftecting the Los .\ngcles grade crossing and termin.al situation. With all of these apidicatious the ( onimissiou took the position that large capital expenditures and important re-arrangement of existing condi- tions were unjustified until the larger matters had been thoroughly con- sidered. For this reason all of the api)lications were held in abevance. In December, \')\7. public hearings by tiie Commission were continued until further notice i)ending the completion of the engineering investigation 20 Los Angei.es Terminal Investigation which h;ul been undertaken by the Commission and fur the purpose of which the City Council of Los Angeles had appropriated $20,000 to defray part of tlie cost of the work. Active work in this investigation began about January, 1918, shortly after the control of the three steam railroads in Los Angeles had been taken over by the United States Railroad Administration, and this work has been pursued ever since, resulting in this report. With the assiunption of the operating control of the railroads by the Federal Government, Hon. \\'m. G. McAdoo, the Director General of Railroads, announced as one of his policies the unification of terminal facilities. Los Angeles was one of the cities whose terminals he wished to unify. He made request on this Commission to give him the benefit of its investigatioti and of its views in the Los .\ngeles grade crossing and terminal situation. As a result of this request the Commission's Engineering Department made two reports, the first in September, 1918, and the second in January, 1919. Both of these reports contained recommendations which were to be put into effect imniediatel}' and during Federal control, which were calculated to improve certain unsatisfactory traffic and grade crossing conditions and which (and this was the main point) were to effect considerable immediate savings in operating costs. While the recommendations in the first report were urged upon the Director General by the Commission alone, the proposals in the second report were the joint recommendations of the Railroad .Ad- ministration's own engineers and the engineers of this Commission. It might be stated here that none of the recommendations have at this time been carried into effect by the United States Railroad .Adminisration. It is the Commission's intention that this report in its present form shall be submitted to all of the interested ])arties for criticism and suggestions, that thereafter further public hearings shall be held, that after the conclusion of these hearings the recommendations contained in the report shall be revised on the basis of such additional facts as may be established during the hearings, and that finally the Commission shall make its decision and order. Scope of The scope of the investigation is broad and includes the entire steam Work and electric railroad situation in Los Angeles and vicinity. Of necessity, however, the report deals particularly with the steam railroads, although the interurban electric transportation problem (Pacific Electric Railway) and the street railway question (Los Angeles Railway) have been given considera- tion in their relation to the steam carriers. The engineering inquiry in\olved the following subjects: (a) Grade crossing eliiniiiatioii, (b) Union passnger terminal, (c) Joint main line and industrial trackage, (d) Improvement and possible re-arrangement of freight facilities, (e) Electric interurban, street railway and automobile traffic, (f) City streets, viaducts and bridges and the relation of the transportation problem to the general subject of city planning. Summary of Report and Recommendations 21 Again, the engineering investigation distinguishes between : (a) Work to be done within the city liinits of Los Angeles, (b) Work to be done outside the city limits of Los Angeles. And again, the report recognizes that any comprehensive plan can be carried otit only under the "unit system" and that a program must be laid down for : (a) Work to be commenced and carried out immediately after a plan has been adopted, (b) Work to be carried out later. (c) Work for the more distant future, The recommendations may be considered under three lieads, in the order of their importance : (a) Elimination of grade crossings, (b) Establishment of a union passenger terminal. (c) Improvement in the handling of freight. These three phases of the investigation are interdependent, and a deter- mination of one question cannot be reached without a study of the other two. On the basis of such a study, the following conclusions are reached: ELIMINATION OF GRADE CROSSINGS Crossings Adjacent to Los Angeles River Traffic studies indicate that every year about 6.^.000.000 people cross the Los Angeles River and the tracks of the Santa Fe and the Salt Lake roads adjacent to the River, divided as follows : People per Annum Over present five grade crossings 33,000,000 Over present four viaducts and bridges 32,000,000 Total e.S.OOO.OOO If we estimate the jiopulation of Los Angeles in 1918 at 600,000, this movement would be equivalent to a going back and forth of the River every day of approximately one-third of the population. The railroad traffic amounts to about .^60 train movements each day from 6 A. M. to 8 P. M.. or at least 600 movements per twenty-four hours for the live existing grade crossings mentioned above. Numerous accidents have occurred and the delay to vehicular traffic and. especially, interurban cars, is also serious. On Seventh Street, the crossing gates have been found to be down as much as 19 per cent of the daylight We recommend that the grade crossings formed by the following streets and the Santa Fe on the west bank and the Salt Lake on the east bank of the River, be eliminated by depression of tracks and elevation of the streets: hours — the period of main traffic. Recom- mend- ations 22 1-OS Asciil.KS TkRMINAI. iNVliSTUIATloN RECOMMENDED DEPRESSION OF TRACKS AND ELEVATION OF STREETS FOR ELIMINATION OF GRADE CROSSINGS ALONG LOS ANGELES RIVER V'hich Work Santa Fe or Salt Lake or Order in West Side East Side Should Be Depression Raise of Depression Raise of Street Done of Tracks Streets of Tracks Streets North Sprint: -'nd 1.2 I'l. t -S-^*?!. t Xorth Main _'.ul 2.5 • 22.5 ft. 4.5 •• 20.5 tt. Alhanil.ra 2.ul 7.9 •■ O.Of ■■ 8.0 •• O.Of " Macy 1st 7.9 " 17.1 • 11.3 • 13.7 •■ Ahso 1st 8.3 •• 16.7f 8.0 • 17.0t •■ East First 3rd 8.7 " 16.3 " 3.8 ■ 21.2 •• East Fourth 3rd 3.6 '• 21.4 • 6.4 ■ 18.6 " East Seventh 3rd 7.0 " 18.0 " 7.i " 17.7 " East Ninth 3rd 2.7 " 22.i " 5.7 " 19.9 " * Raise. tT racks only, no hi.uhway. tRcinovc existing bridge. 'I'lic al)t)ve nieiitidiu'd Santa l-'c tracks at Macy and Alisn Streets arc those along ilie River. Wc intend to eliminate the crossings of the i)resent main line at these streets by remo\ing the track. The recommendatiiin above stated as to the order in which the work should be tindertaken is here based on the assumption that this grade crossing elimination work only is done. If our recommendation for a union passenger station and for certain changes in freight liandling are ado|)tcd. tlie order of these grade separations will be changed as will appear later. At the locations marked "1st"' the crossings should be eliminated ai once: at those marked "ind" the crossings should be eliminated within five years: the crt)ssings at the others should be eliminated shortly thereafter, the time depending, to a large extent, upon futttre developiuent. The cost of the whole work is estimated as follows: ESTIMATED COST OF GRADE CROSSING ELIMINATION ALONG LOS ANGELES RIVER. NORTH BROADWAY TO BUTTE STREET (CONSRUCTION IN ONE STEP) Construction of Viaducts and New .Approaches to North Broadway Viaducts . .$3,658,132 Depression of Existing Tracks (Grading for Tlnnlile Tr:iik ) 629.412 Santa Fe $309,898 Salt Lake 244.966 Southern Pacific 74,548* *Includes all interlocking at Mission Tower. $4,287,544 These estimates, like all the others, include the costs of additional lands. compensation for existing private structures and damages and include allow- ance for cple cross .\lameda Street in its most congested ])art (Spring Street to Ninth .Street), divided as fulhiws: Important Electric People pT Annum Location Streets Ra-lways Crossing Tracks Xorth of Arcade Station 9 6 .Sy.OOU.OOO Soutli of Arca.le Station 4 1 19.000.000 Total 13 7 78.000,000 The railrnad traffic is \ery heavy; the ax'erage street nurth nf the .\rc;ule Station is crossed by \57 train moxements each day. and the average street south of the station is crtissed by 98 train moxements. This means that 13 princii)al streets have an aggregate of 3,31.s train innxemcnts ilaily. .\ccidents have occurred (though they have not been very numerous on account of the reduced speed of the trains) and there is an imjiortant delay to rjoih railroad, \ehicnlar and electric railway traflic. .\t both ."sixth and Se\'enth Streets the crossing gates are down i>\er \r per cent of the daylight hoiu's. I'oth danger and dela\' will increase ;is tinic goes on. We recommend that the tracks be allowed to remain in Alameda Street but that all except approximately 3 per cent of the present railroad traffic be diverted from this street and that this remaining traffic (switching service) be handled after midnight between 1 and 6 A. M. between Macy and Ninth 24 Los Angeles Terminal Investigation Streets. Thus all mainline traffic will be eliminated. This will do away with practically all the grade cro.';sings and will, at the same time, disturb the existing investment in buildings and business as little as possible. It will mean little or no increase in railroad operating costs. Through Southern Pacific freight trains (about ten daily) between the Southern Pacific yard and Los Angeles Harbor should be rerouted to avoid Alameda Street. They should be handled along the river bank tracks and should reach Alameda Street via Rutte Street. There is at present a traffic of some 45,000 fuel oil (tank) cars per annum on Alameda Street. This movement results in a serious disturbance to both the public and the railroads because of the long, heavy trains running at slow speed. These cars, which comprising about 32 per cent of all freight cars moved on Alameda Street, run between El Segundo and Los Angeles via the Pacific Electric. A\"e recommend that they be rerouted through the city and that they be handled over Salt Lake or Santa Fe tracks along the river between the Southern Pacific yard and near Butte Street, at which point they be transferred to and from the Pacific Electric. The Southern Pacific now hauls cars for the Pacific Electric between -Macy Street and Eighth Street on Alameda Street in order to avoid haul over Pacific Electric tracks further uptown. These cars also should be handled on the tracks along the river, reaching the Salt Lake tracks at Aliso Street and the Pacific Electric tracks at the transfer tracks at Santa Fe Avenue and Butte Street. Nearly 31,000 cars per annum — 22 per cent of all freight cars switched on Alameda Street — are involved. Cars transferred between the Southern Pacific and the Pacific Electric amount to 36,000 cars per annum — 26 per cent of all freight cars handled along Alameda Street. These cars, too, should be diverted from Alameda Street to the banks of ihe Los Angeles River. This rerouting and diversion is very important in reducing the traflic on Alameda Street, the switching so rerouted amounting to 85 per cent of all freight cars switched along this important thoroughfare. Grade Crossings between Los Angeles and Pasadena The Santa Fe has under cunsidcralion plans which will eliminate 61 street, 8 electric railway and 2 steam railroad crossings. The railway grade will be reduced, with a shortening of line and a reduction of curvature. There will result a large saving in operation. This work is estimated to cost $6,700,000. The Santa Ee jilaiis are in a jireliminary stage at this time, and we have agreed to hold as confidential the information given us. The plans fit perfectly into all other recommendations made in this report and in all respects meet our views as to the phase of the problem dealing with the main line situation between Los Angeles and Pasadena. This construction could be divided into two steps : The first step should begin at Los Angeles and extend about Syi miles. In this distance all of the street crossings (2 in number), all of the electric railway crossings (2 in Summary ok Retort and Rixommendation'S 25 number) and all of the steam railway crossings (2 in number i would be eliminated. It is estimated that this work, based on 1916 i)rices, would cost approximately $2,083,000, but at the present time the cost would probably be $3,000,000. It should be pointed out that this first step, while accomplish- ing the complete elimination of grade crossings, would not reduce the present maximum grade or the amount of curvature. The saving in operation, there- fore, would not be proportionate to the expenditure. We draw attention to the fact that piecemeal elimination of these cross- ings would probably average $100,000 per crossing, which is approximately the figure obtained by dividing the estimated costs abo\c by the number of crossings, and that for this expenditure a practically new double track roadbed is gained in addition to the separation of grades. Also, that the history of railroads in the larger cities proves the wisdom of a comprehensive plan of track elevation (or, in some cases, depression) as conijiared with temporizing and separating the grades of crossings one by one. There would remain about 28 grade crossings on the Salt Lake, the elimination of which is also desirable. We recommend that the first step in the elimination of grade crossings on the Santa Fe between Los Angeles and Pasadena be undertaken at once, taking into consideration the early com]ik'tion of the whole project and con- sequent saving in the cost of operation as well as the jniblic benefits resulting from the elimination of crossings at grade. We further recommend that the Salt Lake join in the construction, use and operation of these new tracks and abadon and remove its present tracks between the termini of the proposed new line. The City of Pasadena has taken steps toward the construction of its own rapid transit line between Los Angeles and Pasadena but the matter seems to he in abe_\-ance at thi'^ time. If the project should be revived, it should be combined with the elimination of grade crossings on the Santa Fe and the Salt Lake by constructing the tracks on the same, but somewhat wider right of way and roadbed. This would reduce the cost of construction and operation of such a raiiid transit line and also reduce the numlK-r of bridges anfl subways in the Cities of Pasadena, South Pasadena and Los Angeles. We would not recommend the construction of such a rapid transit line through private capital because the revenue from the traffic is ajjparently insufticient to justify the investment. If the line is a municipal and public enterprise, howeser, and is partiall\- supported by general taxes, consideration of earnings, expenses and return are no longer of first importance. In any event, and provided that construction of the line is seriously considered, the plan should be carried out in accordance with the above recommendation. Santa Fe Avenue and Butte Street If freight switching, through freight and certain transfer freight, is diverted and rerouted according to the plans herein presented, the tracks on Butte Street will become so busy that it will be desirable to avoid a grade crossing at Butte Street and Santa Fe Avenue. The increase of vehicular 1?6 Los AXCKI.KS TlCKMIN Al. I .\\ i:srlc. A I KIN traltic alnn.u Santa I'e Avciuk- is aimtlier rcaMHi for tlu" cliniiiiatiiin nf a grade crnssiiii; at this ])i>int. It is recommended that within five years Santa Fe Avenue be depressed five feet and that Butte Street track be laised to cross over the street. We are satislieil that iiiuK-r any ]ihni tiiis iinde crossing- eliniinati' m >iiuuhl In- made. This inipruvcment wnuld cost, it is estiniateil. ^47.052 t'cir the suliway and hridije and $50/i.50 fur the elevation and rclniihlino- nf the i'.utle .Street tracks (inchidint;- a double track h"ne') : a total of $<)S.J82. ESTABLISHMENT OF UNION PASSENGER TERMINAL The establishment of a union passenger station is largely a c|uesti(jn of its desirabilitv and cost. Jt is not entirely a railroad matter but is also one of puldic policy and it luay be resolved into a question of whether or not l)ublic convenience and necessity. |)resent aud future, demand the e.xpenditure. .\ union i)assenger station is desirable for the following reasons: — (1) .As a gateway to the city, Los .\ngeles prefers one adequate, coiiven- ient and beautiful entrance to several separate grateways, onen of wliicli can liy ilieTuselvcs liave all tlie advantages of a single union (Icpcit. 'I'liis is a matter of civic pride and of city planning for the future. l.os .-Xngeles. by reason of its wonderful advantages as a tourist center aud as a center of travel, is justified and sound, in our opinion, in making this consideration one of the first importance. (2) There will be increased convenience to passengers. Since mail, express and ba.ggage is carried on passenger trains, it is more economical to handle this business at one station. $10,000 per annum would l)e saved in the handling of mail if a terminal post office w-ere established. The express liusiness amounts, in tonna.ge, to a))out one-fourth of the less than carload freight business of Los Angeles and much would be saved l)y elimination of the wagon haul between the various depots. This saving cannot readily be estimated in terms of money and is dependent on the location of the main depot. The more central the location, the greater the saving. Baggage is also transferred between the stations and — while of ksser importance in cost — in- creased convenience would result. (.!) Grade crossing elimination would be simplified. When it is maintained that there is no necessity for a union station, it must be remembered that the retention of more than one station will necessitate greater expenditure for the eliminaticni of grade crossings, and, pending com- plete separation, will result in more vehicular movemeiU across tracks at grade. (4) Present passenger facilities of the .Santa Fe and the Salt Lake stations are inadequate. Large capital expenditures must soon be incurred in any event to satisfy present and future needs. This is true to a lesser extent of the Southern Pacific station also. .A union ilept)l will fill these needs better, permaneiUly and at a relatively smaller cost than piecemeal construction by individual roads rgardless of the problem as a whole. If the three steam roads now had satis- factory facilities, this argument would be less important. Under existing conditions, it is of prinu' importance. SlMMAin (II l\i:i()K-| AM) RlX'UM MIINDATIDNS 27 (5) The to|)OK''apliii:al coiiditiinis and location oi ihe railroads in Los An- geles are almost ideal and point definitely towards a union station. These natural conditions are such that a union station can he created with comparatively inexpensive connections between the roads at a relatively small capital expenditure. I-oni; and costly approaches are eliminated and there is no douht that the lirst cost will he rela- tively much smaller than for a similar undertaking in other com- munities of equal importance in the United States. (6) Centralization and consolidation would he particularly desirable from the point of view of unified operation of the railroads, whether under private or ,<;overnment ownership and control. Tlu- i)riii])al ari;uniL-nts against tlic estahli.shiiicnt cif a union statii)ii an-; (1) Los .\nKcles is not a throu.nh station. Practicaly all trains entering the city terminate there, and it is there that the majority of the passengers reach their destination. Only approximately 15 per cent of the total number of passengers transfer from one station to another. (i) The first cost of any adequate union passen.ger terminal will lie hi.gh and the saving in operating expenses will not alone warrant the re- sulting increase in fixed charge. These are the priiiciiial argnincnts fur ami against a uninn station. ( )tlier and inorc detailcil rcasims are gi\en in the report. Taking all arguments into consideration, we are convinced that a union station is desirable, provided it may be suitably located. .\l'tcr a \ er\- coiiijilete stn(i\ of the various sites and plans [jreseiited and suggested, we have come to tlie conclusion that there are hut three locations worthy of serious consideration ;ind detailed analysis: — First: 'Ihe Plaza site. Second: The Santa Fe site. Third: The .'-iotithern Pacific depot site. The llawgood and Storrow plans (suhmitted ,'it hearings l)etore tjie Commission) are located on sites which are toi) short for the construction of the necessary trackage and, locating the station as they do. too great a climb is required bj- the passengers between the station platforms and the conci;)urse. The distance from Alatncda Street to the Los Angeles River and between Macy and .\liso Streets is such that the throat of a properly designed yard wotild come so close to the River that the approaches would necessarily be Ijy means of curved approaches north and south and crossing the Ri\er. 'I'his is \ery ttndesirablc, vicweil from the standpoint of train o])eration. This land siiould not he used for this purpose. The Storrow Plan also contem])latcs remo\al of the tracks from Alhamlira Avenue and the construction of new tracks on pri\ate right of wa\ atljacent thereto, with the elimination of a grade crossing at Mission Road by de- pressing the tracks. This would result, iti order ti) obtain a satisfactory grade, in such a large exi)enditure, that we do not think it commensurate with the results to be obtained. 28 Los Angeles Terminal Investigation We recommend that the Commission order the establishment of a union passenger station at the Plaza site, substantially in accordance with the plan we have developed. This site and plan were selected lor the fallowing principal reasons, listed in the order of their importance with brief com- parisons : (1) Size and shape of site. The Plaza site is much wider and longer than the Southern Pacific Station site and is equal to the Santa Fe site, wliich is toil large. (2) Greater architectural and aesthetic possibilities. Civic pride and the advertising value of this feature is of particular significance in a tourist center. At the Plaza, a suitable park to set off the station is possible with least damage to business, and at least cost, and at the intersection of important streets. The Santa Fe freight station in- terferes at the Santa Fe site, which has the least possibilities in this respect. (3) Ultimate rapid transit. The Plaza site is on a more probable axis of the ultimate rapid transit system, which would be nearer and more con- venient to the station than with either the Southern Pacific or the Santa Fe plans. More interurban passengers would pass the Southern Pacific site than the Santa Fe site. (4) Because of the separation of passenger tracks from the future main switching leads along the west bank of the river, there would be less interference with switching with the Plaza plan than with the Santa Fe plan, which presents bad operating conditions because of too much traffic in one place. The Plaza plan is nearly equal to the Southern Pacific plan in this respect. (5) Least train, coach equipment and light engine mileage. The Phiza site is very superior to the other sites largely due to the location at a more northerly point. The Southern Pacific plan is worst in this respect. (6) Union freight station. The Santa Fe site is partaicularly suitable for a union freight station, which is possible either with the Plaza or the Southern Pacific plans. The Plaza plan is equal to the Southern Pacific plan and both are better than the Santa Fe plan. (7) Grade crossing separation. With the Plaza plan, no elevated railway structures are necessary in uptown district or awkward subway and crossings in a very important thoroughfare, as with the Southern Pacific plan. The Plaza plan is nearly equal to the Santa Fe plan. (8) Accessibility by street car lines. Sixty per cent of the passengers use the street cars. With the Plaza plan more are accommodated with- out transfer than at the Southern Pacific or the Santa Fe sites. In this respect the Southern Pacific site is more convenient than the .Santa Fe site. (9) Distribution and collection of mail and express. The Plaza site is nearly as good as the Southern Pacific site. The Santa Fe site is further and less accessible than either. (10) Operation of yard and coach yard. The Plaza site is better than the Snnta Fe site because of the proximity of the coach yard, notwith- standing the fact that a through station is possible at the latter site. The Southern Pacific site is worst as the coach yard is distant, a stub station is necessary and the approach is on a steep grade. (11) Property values. Considering ultimate appreciation and neglecting im- mediate disturbances, the Plaza plan is far superior and the Southern Summary of Rkport and Recommendations 29 Pacific plan is far better than the Santa Fe plan. The ultimate ap- preciation with the station at the Plaza site and a union freight station at the Santa Fe site is estimated at over $8,000,000. This is of advantage to the City in the restoration of depreciated property values. (12; Convenient to hotel, business and shopping districts. The Plaza site is slightly less convenient than the .Southern Pacific site, which is much superior to the Santa Fe site. (13) Accessibility by automobiles. The Plaza site is superior to the South- ern Pacific site from all points except the business district, where the inferiority is slight. Both are better than the Santa Fe site. (1-1) Locomotive service and repair facilities. This is partly covered in No. 5. Otherwise the Plaza site is first, the Santa Fe second and the Southern Pacific third with respect to use of present facilities and construction of new facilities. (l.S) Freight draying. The Plaza site is best inasmuch as passenger and freight vehicle traftic is separated. The Santa Fe site is worst since both classes would be in the same district. (161 Confinement of transportation facilities to natural channel — the banks of the Los Angeles River. The departure at the Plaza site is not of great importance because of location and improveiuents. The Santa Fe site is slightly better than the Plaza site and much better than the Siuithern Pacific site. (17) Release of lands in industrial district, .\rranged in order of benefit, the three plans compare as follows: Plaza: Release Southern Pacific station and coach yard sites. Santa Fe: Release Southern Pacific station site; use coach yard for team stracks. Southern Pacific: Release coach yard site. (18) Segregation of freight and passenger routes. This is best accomplished by the Southern Pacific plan, Ijut the Plaza plan is not much inferior. The Santa Fe puts both passenger traffic and freight switchin.g along the west bank and is in this way far inferior in this respect. These arguments are more fully discussed and other arguments are given ill other parts of this report. Attention is drawn to the fact that construction of a union passenger station requires more than the e.xpenditure covering the station iself and more than the addition of a coach yard, not only ultimately, but through the different steps of construction. Cotumitted, as we are. to the separation of grades by the depression of the river tracks, the union passenger station plans hinge upon such separation and certain of this track deijression and viaduct construction should be undertaken along with the building of a union station. The Plaza plan will close Alameda Street from .Aliso Street to North Main Street and use part of the Southern Pacific freight station site. Therefore the re-location of this facility is imperati\e and of great importance, as approximately 50 per cent of all Los Angeles less-than-carload freight is handled at this station, (iathering the passenger traffic on the west bank of the river and using the Southern Pacific freight yard for a coach }ard, forces extension of the new freight yard of the Southern Pacific along the east bank of the river north of Dayton Avenue. Having in mind 30 I.OS AnCKI KS Tl.KMlNAI. Invicstigation Ihe iiifliK-iici- el one lacifi ..u another we have, in the folluwing taljle, pre- sented our estimate of the total new money required for the necessary construction undr the proposed phm : ESTIMATED NEW MONEY REQUIRED FOR UNION PASSENGER STATION AT PLAZA AND OTHER PROPOSED IMPROVEMENTS (IMMEDIATE AND ULTIMATE PLANS) Item fjg Item Immediate Ultimate* Steam Roads 1. I'asscMKcr Terminal. Appmaclu-s, .-tr S».'JA2.992 $10..i(U,492 2. L-nioii Coach Yard 516,264 629,710 3. Siil.K.tal, Station Facilities (1+2) ($9,459.2561 ($10,933,202) 4. Union L. C. L. Freight Station 772 JM 2,575,942 5. Viaducts over Los Angeles River 774,493 3.658,132 6. Depression of. and New, Tracks along River 290,357 937,910 7. Main Line Track and Connections, not depressed 71,042 8. New Tracks for Southern Pacific. East Bank of Los Au- .•\ngeles River. Xorth of Humboldt St 305.238 9. liuttc Street Tracka.sje and Santa Fe .Ave. Sul)vvay 192,891 10. Xew Trackase. River to Hobart and Connections 111.570 401.144 11. New Frei.trht Yards, Southern Pacific and Santa Fe 1,198.127 2.835.187 12. Xew Frei,i,'ht Terminal. Sail Lake, .Mameda St f f 13. New Connections. Relief .Mameda St. Switching 67.209 4,436 14. Team Yards 148.271 629,021 15. Total (1 iM 14) $12,892,658 $22,473,103 16. Release Southern Pacific Station Site 1,243.654 1.243,654 17. Release Southern Pacific Coach Yard Site 1,574,382 1.574.382 18. Total Credits (16+17)$2,818.036 $2,818,036 19. Net Total— Steam Roads (15-18)10,074.622 19.655.067 Electric Roads 20. New- Line. Pacific Electric .Station to Brooklyn .Xvenue and to 14th Street 5.591.480 21. New Surface Line to L'nion Station at Santa Fe t 22. Freight Tracks 23. Total Electric Roads. . . (20 to 23)$5.591.480 24. Grand Total— Steam and Electric (19-1-23)15.666,102 *"Ultimate" includes "Immediate." fNoi included in this plan. 5,591,480 t 150,086 $5,741,566 25.396.633 ^^^£M^m ■' ' M jBoxrr ?w^, 3 t! . Ill t"5<5 c *5 £2 « *= 2 c 32 Los Angeles Terminaf. I.\vi:stk;.\tion The largest single item in these totals is land. Of privately owned land, It is necessary to acquire approximately 65 acres, estimated to cost $3,905,122. Of this, 41 acres are to be used for the union station and would cost $2,822,831. The other parcels of land are required for connections, widening of existing right of way, new trackage along the east bank of the river north of Humboldt Street, etc. These latter figures include two blocks bounded by Commercial, Arcadia- Aliso, San I'edro and North Main Streets, which go to make up the largest part of a proposed new plaza in front of the station and which, it is estimated, would cost $(i78,186, or 24 per cent of the total cost of the land required for the terminal and immediate approaches, and $195,010 for land for one end of a viailuct to carry Macy Street over the station yard. They do not include $99,641 estimated to be the present market value of City of Los Angeles real estate included in the terminal area, or Southern Pacific property also so located and estimated to have a present market value of $272,679. These figures indicate the magnitude of the land cjucstion. In this matter of the acquisition of land and other property, and of damages, account should be taken of the litigation that is almost certain to result in connection with certain pracels. The Commission, under Section 43 of the Public Utilities Act, has power to condemn all necessary real estate and other property and to fix the just compensation for such property and for damages. We quote what to us appear the determining portions of this section : (c) 1. The commission shall have power in accordance with the procedure provided in this sul)section to fix the just compensation to be paid for property or any interest in or to property to be taken or damaged in the separation of grades at any crossing specified in subsection (b) here- of, or for property or any interest in or to property to be taken or damaged in the construction, alteration or relocation, under the order or with the approval of the commission, of elevated tracks or subways for any railroad or street railroad over or under any public road, street, highway or private right of way, or of any public road, street or highway over or under the tracks of any railroad corporation or street railroad corporation; and upon the payment of the just compensation so fixed to make a final oder of con- demnation as hereinafter provided. 2. Proceedings under subsection (c) hereof may be commenced by order on the commission's own motion or by a petition filed by the state, county, city and county, incorporated city or town, other political sub- division, .railroad corporation, or street railroad corporation affected. 6. Tho finding of the commission on the question of the necessity for the taking and the finding, fixing the just compensation to be paid for any property or interest in or to property under the provisions of this subsection shall be final and shall not be subject to modification, alteration, reversal or review by any court of this state. 8. The legislature hereby declares that subsection (c) hereof is enacted as a germane and cognate part of and as an aid to the jurisdiction of the railroad commission in the supervision and regulation of railroad and street railroad corporations." Summary of Report and Recommendations 33 In our estimates of land costs we have assumed that such parcels as cannot be acquired in any other way wnuld be secured throutjh just com- pensation proceedings. The methods of valuation used in such cases by the engineering department are made the basis of such cost estimates. \\ hile we have reached the conclusion that a union passenger depot at the Plaza is superior to any other possible plan, we have also made estimates for union stations at the Santa Fe and Southern Pacific sites. Both of these plans have the advantage of lower first cost over the Plaza plan. A full discussion ot these two plans will be found in the body of the report in Chapters XII and XIII. Continuation of Consolidated Uptown Ticket Office The establishment of a consolidated uptown ticket office by the United States Railroad Administration in 1918 has evidently proved entirely satis- factory. We recommend, therefore, that this facility be continued, irrespec- tive of whether or not the railroads return to private control. Application of Southern Pacific Co. and Salt Lake For Approval of Agree- ment Covering Joint Terminal Facilities — Application No. 3346 In this application, filed November 22, 1917, and consolidated with the seven other formal cases, applicants ask approval of agreement dated July 18, 1917. This agreement covers construction and operation in connection with the joint use, by these two roads, of the Southern Pacific passenger station. Approval of this agreement would give these roads permission to go ahead with their plans to the exclusion of other plans herein recommended. In recommending a union passenger station at the Plaza we are, in effect, rejecting the Southern Pacific-Salt Lake plan, but final disposition should be made of this application by the Commission. We recommend, therefore, that Application No. 3346 be dismissed. Union Passenger Station and Electric Interurban Service, Pacific Electric Railway As noted before, this report will not deal with the general problem of the elimination of grade crossings in Los Angeles on the lines of the Pacific Electric Railway. We have, however, considered this electric road in the light of its relation to a union passenger station and have given attention to the elimination of grade crossings on Main, San Pedro, Aliso and Seventh Streets, which are the most congested with interurban cars. If the Commission decides to adopt our recommendations for a union pas.senger station at the Plaza, we recommend also the construction of a subway from the present Pacific Electric station at Sixth and Main Streets northerly along Main Street to, and under, the union passenger station, changing to an elevated railway along Ramirez Street and meeting the present line at the Aliso Street Bridge. From here this line would continue as an elevated railway to Brooklyn Avenue, where the present tracks and grade would be met We also recommend that the Pacific Electric continue the 34 Los Angeles Ti:rminai. ]n\ kstication present elevated structure in the rear of its station, elevating the Long Beach line to Fourteenth Street. The subway work along Main Street should be undertaken within the next five years. This recommendation is made with full knowledge that the proposed improvements cannot, for a number of years to come, earn a return on the estimated cost of this work. It is clear, however, from the testimony given by the Pacific Electric Company in these cases, that the Pacific Electric realizes the necessity and advantages of making radical and permanent changes in its downtown lines in the near future and at a large first cost. We are in agreement with Mr. Paul Shoup that present conditions will not be tolerable much longer. We are also satisfied that if capital expenditures for such purposes are made in excess of, say, $1,000,000, then the money should be expended in accordance with the recommendation above. This subway and elevated will eliminate the most important grade crossing of the Pacific Electric in Los Angeles, relieve the present con- gestion on the streets mentioned, reduce the running time and provide not only a good connection between the steam and electric roads, but also a start on the ultimate rapid system. Main Street, being centrally located between the hilly section west of Hill Street and the business section between Alameda Street and Main Street, is the most logical location for the main north and south line of the future subway system. The street is also wide and straight and is. we are informed, the most free from sub-surface obstructions of any of the principal north and south streets. These facts lead toward the most economical construction. It is proposed that the immediate permanent construction would commence at Seventh Street and run north to the union passenger station and to Brooklyn Avenue. A single-track subway loop could be constructed in Seventh and Los Angeles Streets and under the Pacific Electric Station, using the latter for a station. Another station should be located midway between the Plaza and Sixth Street. The construction of a subway in Main Street or an elevated construction in Ramirez or Aliso Streets is apparently impossible under the present charter. Article I, Section 43. which reads in part as follows: No franchise for an elevated structure or subway shall be granted in or along any street or way in a longitudinal direction, either above or below the surface thereof. The charter would, therefore, have to be amended. The elevated construction in the rear of the Pacific Electric station would also be permanent. It is probable that Sixth Street will be the route of the principal east and west subway, and it is entirely feasible to make the change from this elevated construction to a subway between San Pedro and Wall Streets. San Julian Street only would have to be closed, anil since this is not a through street, the objections to closing it should be outweighed by the benefits. One of the principal advantages is the fact that an elevated railway is cheaper, by far. than a subway, and if the change Summary of Rkport axd Recommendations 35 between the two can be made and, at the same time, can combine immediate construction with the ultimate plan, a large saving can be effected. The plan proposed by the Pacific Electric provides for elevated con- struction from the rear of the Pacific Electric station across the Los Angeles River and north along the Salt Lake right of way to Aliso Street, where the present line will be met. Also, it is proposed that elevated construction shall be installed south from the above line on the Long Beach line as far as Fourteenth Street. This locates two main routes of the interurban roads comparatively near the union passenger station, providing for transfer (which is, however, not very convenient) between the two steam and electric roads. The estimated cost is $2,574,013 against $L200,000 as estimated by the Pacific Electric Railway on earlier and lesser unit costs and on a somewhat shorter distance. This is the best and most logical solution if joint use is made of the Southern Pacific Station site. Under the third possible plan, using the Santa Fe site, we recommend the elevated construction, as under the Southern Pacific plan, except that instead of using the Salt Lake right of way between Sixth and Aliso Streets, the new line would be built on the west side of the river on the Santa Fe right of way, passing the proposed union station and reached by a subway from it. The estimated cost is $2,557,223. Under this plan, the Pacific Electric would not have access to the station by surface tracks. This is undesirable, not only because this road would undoubtedly wish a direct line and because the public would be best served thereby, but also because the handling of mail and express demands a surface connection. We would, therefore, recommend an extension of the present Pacific Electric line from Sixth Street and Ceres Avenue to the station. IMPROVEMENT IN THE HANDLING OF FREIGHT There can be no doubt that the matter of proper freight facilities is of even greater importance to the City of Los Angeles than the matter of steam railroad passenger facilities. It is our conclusion, however, that freight traffic conditions are not by any means unsatisfactory and no far-reaching recommendations will be necessary to bring about such further improvements as appear to us desirable. Industry Tracks and Switching Present conditions relative to the handling of carload freight within the City of Los Angeles have generally been found satisfactory. Mr. F. P. Gregson, the representative of the Associated Jobbers of Los Angeles, representing, as he stated, approximately 7^ per cent of the shippers, is on record to the effect that conditions in Los Angeles, with respect to carload freight destined to industrial spurs, are almost ideal. With the thought, therefore, that such an almost unique situation should not be disturbed, we see no reasons for making radical recommendations with regard to this class of freight movement. The underlying reason is that in Los Angeles a car entering the city via one road is set on an industry track belonging to 36 Los Angeles Terminal Investigation another road without any charge, and vice versa, so that there is already practically con.solidation of all industry tracks within the city. There are about 820 industries located on about 3S2 industrial spur tracks within the free switching limits, which extend outside the city boundary. The total length of these tracks is 60 miles, with a car capacitay of over 4,000 freight cars. We are particularly concerned with the more conjested industrial district between Alhambra Avenue and Butte Street because of street and railroad traffic conditions and the large percentage of the shipping. Four hundred and fifty-five industries are located in this district, and to these in 1917 there were set 48,000 loaded freight cars, or 70 per cent of the total number set on industrial tracks. In addition, 20,600 empty cars were set for loading, making a total of 69.200 cars per year, or an average of 230 cars per working day. From these figures it must be evident that the large investment in buildings, tracks and commercial business connected with spur tracks, and the present large amount of spur trackage, make it inexpedient to make any radical change in the present location of these industrial tracks. At present these spurs branch off from two main stems, the Southern Pacific tracks in Alameda Street and the Santa Fe tracks along the river. Those off the Santa Ve tracks run in a general easterly and westerly direction between the important east and west streets and in this way may be considered as built in conformity with the so-called herring-bone system. There are 42 spurs branching oft' from the Southern Pacific main line tracks in Alameda Street between Alhambra Avenue and Butte Street. These tracks have a total length of 24 miles, a car spot capacity of 922 cars, and serve 278 industries, exclusive of 36 industries on the Santa Monica Air line. There were set to these industries in 1917 about 34,000 cars, and to team tracks 14,000 cars. A few of these industries may be served without the use of the Alameda Street tracks, but the importance of the commercial business and railroad investment is si > L;reat thai we do not believe it would be proper or wise to recommend the removal of the tracks from Alameda Street at this time. All but 3 per cent of the present traffic in Alameda Street can be removed. In addition, we recommend that the duplication of switching service to industrial spurs be discontinued. This will reduce the number of train move- ments and the number of grade crossing movements, and benefit both the public and the railroads. We also recommend that the Santa Fe Alley spur be removed north of Butte Street. This track was built in 1907, apparently for competitive reasons, and these reasons no longer exist. It is a spur over a mile long and is located in an alley 15 feet wide. This is insufficient width for safe operation, and as time goes on and business develops, it will un- doubtedly be found too long to switch economically. We believe, therefore, that it should be discontinued now, when the resulting disturbance will be relatively small. Summary of Report and Recommendation's 37 For the future we recommend that ; (1) New permits should not be granted for industrial tracks longitudinally in streets. (2) All tracks now longitudinally in streets be confined to use for industrial purposes only and be removed as soon as access to the industries served is otherwise obtained. (3) All spur tracks shall be built in a general easterly and westerly direc- tion from the river banks and not across east and west streets, unless, by such construction, the crossing of more important north and south streets is avoided. Union Freight Station We have recommended a union passenger station at the Plaza. Recog- nizing the resulting isolation of the present Southern Pacific freight station by cutting off Alameda Street north of Aliso Street, and further bearing in mind the fundamental i)rinciple that freight conditions should be equaled or bettered and certainly not made worse, we propose to take care of the Southern Pacific and in addition to make a general improvement in the less- than-carlnad freight situation. We recommend the establishment of a union less-tha,n-carload freight station at the Santa Fe freight yard site on Santa Fe Avenue, from First to Seventh Streets, the present Santa Fe freight station on the west side of Santa Fe Avenue to become a part of this union freight station. This would locate the station on a very suitable site in a very con- venient location. The site is of sufficient area for development to over 125 per cent of present facilities, is of good shape and is centrally located. A union station once established, there would result a desirable stabilization of business and increase of property values. Draying should be cheaper and more satisfactory, and this is a large item. This recommendation will also hold good if the Southern Pacific station site is chosen for a union passenger station. This proposed freight station is estimated to cost, ultimately, $2,576,000 in new money for buildings, trackage and driveways, including removal of the present yard and facilities. Not all of this is necessary at present. Sufficient shed space (119,480 sq. ft.) for the Southern Pacific could be constructed (based on Class "A" construc- tion) for approximately $680,000, including trackage, and the present Santa Fe sheds are ample to take care of the Salt Lake less-than-carload freight business. This recommendation is in ojjposition to the arguinents before the Commission for several sub-freight stations. Sub-freight stations in the industrial district arc, in our opinion, unnecessary and arc a detriment in a city like Los Angeles where the district in which the less-than-carload freight is important is confined to a comparatively small area. They cost more to operate and are too much of a source of delay. Shipments are delayed by not reaching a central station in time to catch the train, and by the draymen having too many places to go to, which means light loads and delay. 38 Los AxcELES Terminal Investigation If branch receiving stations for freight appear desirable in the future, from changed conditions, the haul of L. C. L. freight between these branch stations and the central station, may possibly be made in railroad owned motor trucks, rather than in cars. Up to a certain volume of traffic and excepting certain classes of freight this is entirely feasible and cheaper. If a union freight station at the Santa Fe site cannot be had and it appears that this contingency would arise only if the cost of a union pas- senger station was considered too great for the advantages accruing — we must be guided by the same principles of least expenditures. Under these conditions we should recommend the retention of the present Southern Pacific and Santa Fc freight stations, and in justice to the Salt Lake, we should recommend that it be allowed to proceed with its present plans for a freight terminal on its newly acquired site on the east side of Alameda Street between Eighth and Hunter Streets. Additional Team Tracks Convenient team tracks tend to restrict the construction of industrial spurs and grade crossings. Small shippers especially, if able to handle their shipments from a convenient team track, will not go to the expense of providing themselves with spur track facilities. \\'e believe this to be true in spite of the fact that the advantage of an industrial track is that it obviates draying and two handlings of the freight. The more expensive use of team yards, if it results in less demand for private spurs, is a distinct advantage from the standpoint of the grade crossing problem since it cuts down the numlier of crossings. It should, therefore, be encouraged. Trafiic studies show that in 1917 the movement of loaded cars to and from team tracks was as follows: Cars Cars Total Road Set Loaded Cars Southern Pacific 8.732 SA26 14,158 Santa Fe S,1S4 683 5.837 Salt Lake 3,651 240 3.891 Pacific Electric 137 1,888 2.025 Total '7,674 8.237 25.911 With this in mind, we are recommending the establishment of team yards along the east side of Alameda Street. They will be located differently. de|)en(ling u|)on the location of the union passenger and freight stations on account of the different use proposed for different parcels of land. Team yards should be located as follows: With Plaza Plan With S. P. Plan With Santa Fe Plan .At ColleRe and .Alameda .At College and Alameda .At CoIIese and .Alameda At Macy and .Alameda At Macy and Alameda .At Macy and .Alameda Los Angeles Market Los Angeles Market Los .Angeles Market S. P. Coach Yard Proposed Salt Lake Ter- Proposed Salt Lake Ter- minal minal Summary of Report and Recommendations 39 With the unidii passenger station at the Piaza, as before noted, the Southern Pacific freight station at College and Alameda would be abandoned and consolidated with the other two roads in a union freight station at the Santa Fe site. The land at College and Alameda now occupied by the freight station team tracks should be devoted to team track use. This also holds under the Southern Pacific plan. In the Santa Fc ])lan the freight station would remain and the ])rcscnt team yard would also remain but would not be enlarged. Under the Southern Pacific and Santa Fe plans, the present Southern Pacific team yard at Macy Street would be unchanged. Under the Plaza plan, the team yard would be shortened somewhat, but with the addition of more team tracks at College and .Mameda Streets we believe that what remains will be sufficient. The recommendation for a team yard at the Los Angeles Market prop- erty at Sixth and Alameda Streets should be qualified. We are of the opinion that this site is valuable for railroad purposes and should either be used for a team yard or should be developed by the construction of warehouses, which would be provided with spur tracks. It may be noted that this property is owned by the Los Angeles Market Company, which is, in turn, controlled by the Pacific Electric Land Company, the Pacific Electric Rail- way Company and, finally by the Southern Pacific Comjiany. ASSOCIATED MATTERS HELD IN ABEYANCE Industrial Terminal Railway — Application 2962 In this ajjplicatiiin the Industrial Terminal Railway Company asks permission to issue stock for the purposes of acquisition of rights of way for a switching and terminal railroad approximately 2 miles in length, com- mencing on Alameda Street north of Aliso Street and running in an easterlv and northwesterly direction across Ramirez Street, Macy Street, Lyon Street and crossing the tracks of the Santa Fe, across the Los .\ngeles River and across the tracks of the Salt Lake, terminating on the south side of Alhambra Avenue east of the Los Angeles River. In Decision No. 4533. the Commission held that this ajiplication should neither be granted nor denied until the Commission's investigation into the larger cases had progressed sufficiently to determine whether or not it would be possible to allow applicant to proceed with its plan, and it was ordered that a supplemental order be issued at such time as the Commission was in possession of the necessary information to enable it to determine whether or not, under the circumstances set forth in tlie accumpanying opinion, it Vvfas proper for this capital stock to be authorized. We now believe that it would be unwise for the Commission to allow the construction of the railroad along the route projiosed because of the grade crossings involved, and we recommend that a supplemental order be entered in which this application be dismissed. When the Commission has made its order in Cases 970 et seq.. applicant can then file another application based upon the Commission's decision in the larger problem. 40 Los Angeles Terminal Investigation Los Angeles and Salt Lake Railroad Company— Application 3037 In this application the Los Angeles and Salt Lake Railroad Company asks the Commission's authority to cross at grade 9 public streets, 4 railway tracks and 1 double track street railway, as follows : (a) Street Crossings at Grade: 1. SixteeiUh Street, to be crossed witli 2 tracks. 2. Fourteenth Street, to be crossed with 2 tracks. 3. Klevcnth Street, to be crossed with 2 tracks. 4. Tenth Street, to be crossed with 2 tracks. 5. Ninth Street, to be crossed with 2 tracks. 6. Alley between Hunter and Ninth Streets, to be crossed with 2 tracks. 7. Hunter Street, to be crossed with 2 tracks. 8. Lawrence Street, to be crossed with 2 tracks. (b) Steam Railroad Crossings: 1. One track at grade across a one-track spur of the Santa Fe, south of Sixteenth Street. 2. Two tracks at grade across one spur track of the Southern Pacific Company, north of Sixteenth Street. 3. Two tracks at grade across two spur tracks of the Santa Fe, south of Fourteenth Street. 4. Seven tracks at grade, with two additional tracks proposed across spur tracks of the Santa Fe on Lawrence Street. (c) Street Railroad Crossings: 1. Two tracks at grade across the double track line of the Los An- geles Railway on Eleventh Street. (Note: The Los Angeles Railway tracks have since been removed.) As further set forth in the application, the Salt Lake contemplates the constructif)n of a freight terminal in a newly acquired site bounded, roughly, by Alameda Street on the west. Hunter Street on the south. Lemon Street on the cast and the Alley south of Hunter Street on the north, and the neces- sary grade crossings will occur principally on the connection between this proposed terminal and the existing Butte Street track of the Salt Lake between Santa Fe Avemie and Butte Street. In Decision No. 4552, the Commission held that a decision should be postponed until the investigation into the general tratisportation situation in Los Angeles (Cases 970 et seq.) had progressed sufficiently to enable a determination to be reached as to whether or not the application should be granted and it was ordered that a supplemental order be issued at such time as the Commission was in possession of the necessary information. We have already recommended a union freight station at the Santa Fe site. This would accommodate the Salt Lake and would avoid the construc- tion of a freight terminal on the site above mentioned. Under these circum- stances, the necessity for the construction of the connecting tracks having been eliminated, we recommend that a supplemental order be issued in which the authority to cross at grade the streets mentioned be denied. As we also recommend that team tracks be established on this Salt Lake terminal site, provision must be made for reaching them. This we propose SuMMARv OF Report and Recommendations 41 to do either by connection with the Alameda Street tracks of the Southern Pacific or by the Lawrence Street spur track of the Santa Fe. This will not introduce any additional grade crossings and, at the same time, will not prevent the use of the site. Interlocking at Aliso Street and Los Angeles River — Case 938 Following a serious collision, on May 7. 1915. at the crossing of the Pacific Electric Railway and the Atchison, Topeka and Santa Fe Raihvay tracks at Aliso Street, Los Angeles, these two roads applied, on January 10, 1916, to the Commission for permission to install an interlocking device. From the plans submitted with this application (No. 2043) it developed that certain of the Commission's requirements regarding interlocking plants were not met, and that the scheme of protection would be incomplete unless the Los Angeles and Salt Lake road was included. Shortly thereafter the Com- mission instituted Case 938 upon its own motion and a hearing was held in both matters. In Decision No. 3290. dated April 27, 1916, the Commission made its order directing the installation of a standard interlocking plant, the three parties at interest having, prior to the hearing, agreed between themselves to do this. According to the order, plans were to be submitted within three months and the plant placed in operation within nine months. On' July 28, 1916, the Commission issued an "order extending effective date" in Case 938, in which the time within which the plans were to be submitted were extended until further order. Thus the matter has been held in abeyance. Since we recommend a separation of grades for the crossings of the Pacific Electric and the main line of the Salt Lake and the river tracks of the Santa Fe, and the removal of the crossing of the present main line Santa Fe tracks, the matter of installing an interlocking plant is, if the recommendation be adopted, auto- matically removed from further consideration. We recommend an order in Case 938 to this effect. Pairing of Southern Pacific and Salt Lake Tracks Between Los Angeles and Colton In our two reports dealing with temporary unificatimi of terminal facilities at Los Angeles, we recommended that the Southern Pacific and Salt Lake tracks should be paired between Los .\ngeles and Colton. This recommendation was also made by the engineers representing the federally controlled railroads at Los Angeles and urged for adoption upon the Director General of Railroads by the Commission. This means that trains would be run in one direction only over each of the two roads, making, in effect, a double track road of these two single track roads. Due to grades, operation was not to consist of routing trains in one direction only over each track between the termini, but to change between the two roads at Ontario. The scheme of operation is then as follows : 42 Los Angeles Terminal Investigation Operate for Limits Westbound Trains Eastbound Trains Between Colton & Ontario Salt Lake track Southern Pacific track •• Los Angeles & Ontario Southern Pacific track Salt Lake track The estimated cost of the necessary changes, consisting of new con- nections and additional ballasting on the Salt Lake tracks, was estimated at $136,812. The annual saving in the cost of operation was estimated at $173,028 due principally to the larger tonnage ratings of freight locomotives because of more favorable ruling gradients. While this matter is not so intimately connected with grade crossing elimination and terminal unification at Los Angeles, it comes properly within the scope of this report. The financial results are large — for an expenditure of $136,812. a saving of $173,028 each year is possible. We again recommend that the Southern Pacific and Salt Lake tracks between Los Angeles and Colton be paired for double track operation, as given above. PART I— HISTORICAL MATTERS AND PRESENT CONDITIONS Chapter I — Histcirv of Proceedings. Chapter II — General Survey of the Problem. Chapter III — History and Development of City and of Trans- portation Facilities. Chapter IV — Electric Transportation. CHAPTER I. OUTLINE Introduction Formal Complaints Jurisdiction of Commission California Supreme Court Decision Ordering Investigation Associated Formal Applications Application of Industrial Terminal Railway Company (Application 2962) Application of Los Angeles and Salt Lake Railroad Company (Applica- tion 3037) Application for Joint Terminal Facilities by Southern Pacific Company and Los Angeles and Salt Lake Railroad Company (Application 3346) Hearings Before the Commission Reports Upon Temporary and Immediate Measures Report of August 1918 Report of January 1919 Attitude of United States Railroad Administration CHAPTER I HISTORY OF PROCEEDINGS BEFORE COMMISSION (CASES 970 ET SEQ.) AND OF ENGINEERING DEPARTMENT INVESTIGATION INTRODUCTION For many years the question of grade grossing elimination has been more or less acute in the City of Los Angeles. The matter has been before the City Council and before the people in genera! in numerous cases such as when the railroads were seeking to build new tracks, when streets crossing railway tracks were opened or closed, or when street grades were established and the handling of passenger and freight traffic along or across streets had to be considered. At various times, also, the City had reports made by its own engineers as well as by engineers engaged for the purpose. In later years, certain associations and individuals began advocating union jiassenger and freight depots within the city. With the jurisdiction over common carriers by the Railroad Commission, as defined in the Public Utilities Act, it became apparent that a comprehensive and permanent solution could not be had without action by the Commission. On July 3, 1916, on the invitation of the City Council of Los Angeles, all the members of the Railroad Commission went to Los Angeles for an informal conference with the City Council with reference to the railroad grade crossing situation and the freight and passenger terminal conditions in Los Angeles. At the conclusion of the conference, the City Council unanimously voted to contribute $20,000 toward the expense of a complete and thorough investi- gation to be made by the Railroad Commission. FORMAL COMPLAINTS On the same day, complaints were filed by the Municipal League, the Central Development Association and the Civic Center Association. Shortly thereafter, complaints were filed by the cities of Pasadena, Alhanibra. San Gabriel and South Pasadena. The complaint of the Municipal League asks the Commission to eliminate railroad grade crossings, to prevent a further use of streets longitudinally by the railroads, and to compel the erection of a union passenger depot and ap- propriate freight terminals. The complaints of the Central Development As- sociation and the Civic Center Association present the same issues as the complaint of the Municipal League, except that no relief is asked with ref- erence to a union passenger depot or a freight terminal. The complaints of the cities of Pasadena, South Pasadena. Alhambra and San Gabriel ask relief with reference to the railroad grade crossing situation in Los Angeles and also the elimination of the grade crossing of Mission Road by the Pacific Electric Railway Company. These cities also ask that the Commission's order in Case 938, ordering the installation of an interlocking plant at Aliso Street and the Los Angeles River, be rescinded. 46 Los AxcEi.ES Tkrminai. Investigation The following table presents briefly the dates of liling, the complainants and the defendants of the seven forma! comidaints : Case Date Number Filed Complainants Defendants 970 7-6-16 Mnnicinal League L Southern i'acilic fompany. 2. Atchison. Topeka and Santa Fe Railway Co. 3. Los Ani^eles and Salt Lake Kail- road Co. 971 7-6-17 Central De\clopnient I. Southern Lacific Company. Association 2. .\tchison. Topeka and Santa l-'e Railway Co. 3. Los Angeles and .Salt Lake Rail- road Co. *971 7-24-17 Central DcNelopnient 1. Southern i'acitic Comjiany. Association 2. Atchison, Topeka and Santa Fe Railway Co. 3. Los Angeles and Salt Lake Rail- road Co. 972 7-6-16 Civic Center Associa- 1. Southern I'acific Company. tion 2. Atchison. Topeka and Santa Fe Tiailway Co. 3. Los Angeles and Salt Lake Rail- road Co. 974 7-15-16 City of Pasadena 1. .'Southern Pacific Company. 2. Atchison, Topeka and Santa Fe Railway Co. 3. Los Angeles and Salt Lake Rail- road Co. 4. Pacific Electric Railway Co. 5. City ofjLos Angeles. 980 7-26-16 City of Alhandira 1. Southern Pacific Company. 2. Atchison. Topeka and Santa I'c Railway Co. 3. Los Angeles antl Salt Lake Rail- road Co. 4. Pacific Electric Railway Co. 5. City of Los Angeles. 981 7-27-16 City of San (lahriel 1. Southern Pacific Comiiany. 2. .\tchison, Topeka ami Santa ['c Railway Co. 3. Los Angeles and Salt Lake R;iil- road Co. 4. Pacific Electric Railway Co. 5. City of Los Angeles. *.\mcndment to Complaint. History oi- Proceedings 47 983 7-28-16 City of South Pasa- 1. Southern Pacific Company. dena 2. Atchison, Topeka and Santa P"e Railway Co. 3. Los Angeles and Salt Lake Rail- road Co. 4. Pacific Electric Railway Co. 5. City of Los Angeles. Following the tiling of the above complaint by the City of Pasadena. several smaller cities, i. e., San Dimas. Pomona, (Jntario. El Monte and Sierra Madre, filed with the Commission, by letter, their concurrence with all claims contained therein. .At some of the hearings petitions circulated by various Los Angeles organizations were submitted to the Commission, as also were numerous letters from individuals. These were all accepted bv the Commis- sion with the understanding that they would be filed without being read into the record and that they would be held subject to inspection by any of the interested parties. Other interested organizations and cities entered representatives as ap- pearances at the hearings. They were : 1. Cities: Alhambra, San Gabriel, Santa Monica, Venice and Whittier. 2. Organizations: .Associated Jobbers of Los Angeles, Business Men's Co-operative .Association, Business Stability Association, Los An- geles Chamber of Commerce, Los Angeles City and County A'ia- duct Committee, Los Angeles Realty Board and the Northwest Association. Jurisdiction of Commission The defendants in these proceedings filed answers denying the Railroad Commission's jurisdiction. A public hearing on the question of jurisdiction was thereupon held in Los Angeles on September 15, 1916, and all of the cases were consolidated. At this hearing, all of the parties except the City of Los -Angeles urged that the Railroad Commission had exclusive jurisdic- tion over the issues presented. The City of Los Angeles took the position that jurisdiction over all railroad grade crossings in Los Angeles was in the City and not in the Railroad Commission. On October 21, 1916, the Railroad Commission rendered its order (Deci- sion No. 3805), dismissing all proceedings. In the o])inion preceding the order, the Commission gave its reason for this action. This was. in brief, as follows: While the Commission was of the opinion that it had jurisdiction, the investigation prayed for required the expenditure of so much ]niblic money and was of such great importance to the communities and the carriers in- volved, that, in agreement with all parlies, no action should be taken until it was definitely' established where jurisdiction rested in the premises. The question of jurisdiction was then taken to the Su])reme Court I'f the State of California by two writs of mandamus. In the first, the applicants were the same as in Cases 970. 971 and 972, and in the second, the same as in Cases 974, 980, 981 and 983. Taking up the first proceeding ( L. A. No. 5028), 4S Los AXGF.LES TlCWMINAI. INVESTIGATION the applicants asked, in brief, that the Court order the Commission to pro- ceed with the investigation. The City of Los .Vngeles conceded that the RaiL road Commission had exclusive jurisdiction insofar as a union passenger depot and freight terminals were concerned, but argued to the Supreme Court that, as to grade crossings and all other uses of streets by railroads in Los Angeles, the City had exclusive jurisdiction. California Supreme Court Decision Ordering Investigation On lune IL 1917. the .Supreme Court made its decision in the first pro- ceedings, upholding the position of the complainants and the Railroad Com- mission, and decided that the Railroad Commission had exclusive jurisdiction over the construction and operation of railroads on streets in Los Angeles. W'c quote from the Supreme Court's decision : "The effect upon the present case may be stated as follows: "The City of Los Angeles has the power to open, widen, extend and im- prove streets and to regulate the ordinary uses thereof. The Railroad Com- mission, under Section 43 of the Public Utilities Act, has the power to make orders, which are binding upon the railroad companies under its supervision, to abolish grade crossings of the public streets of a city and to order a sep- aration of grades so that the railroad and street shall not be upon the same level and generally to exercise the powers specified in that section. It can- not vacate the street or direct a cessation of the public use thereof. Its orders are to be directed to the railroad company and not to the city, except so far as may be necessary to apportion the expense of construction and maintenance of the particular mode of crossing which shall be required. The city has the power to alter the construction of its streets at such cross- ings, or any of them, by elevating them upon a viaduct so as to pass over the railroad or by making a subway passing under the railroad. In either case, if the change in the street does not interfere with the operation and use of the railroad at time, the Commission cannot prevent the change and it may be made without the consent of the Commission. But if it does in- terfere, either at the time or afterward, whether by natural causes or lack of repair of the street as changed, or by reason of changes in the construction or use of the railroad subsequently directed or approved by the Commis- sion, the city must conform to the orders of the Commission so as to avoid such interference. "It is ordered that the Railroad Commission proceed to consider and determine, upon the merits, the complaints made to it by the plaintiffs here- in, and that a writ of mandate be issued to it in accordance herewith." On the same day, June H, 1917, the Court made substantially the same decision in the second proceeding (L. A. No. 5029). The City of Los Angeles thereupon filed a petition for rehearing. On July 10, 1917, the Supreme Court made its order dismissing the petition and the matter of jurisdiction was considered as settled. Closely associated with these cases were three applications which were filed with the Commission previous to the decision by the Supreme Court. These were applications by the Industrial Terminal Railway Company, by the Los Angeles and Salt Lake Railroad Company and by the Southern Pacific Company and Los Angeles and Salt Lake Railroad Company jointly. ASSOCIATED FORMAL APPLICATIONS Application of Industrial Terminal Railway Company. (Application No. 2962.) The Industrial Terminal Railway Company has made two applications (Nos. 1803 and 2962), both for the issuance of capital stock. The details are given in Decisions Nos. 2832 and 4553, rendered on October 12, 1915, and August IS, 1917, respectively. Only Application No. 2962 and Decision No. 4553 are concerned with these proceedings. In this application, applicant asks permission to issue stock to acquire, in effect, a right of way for an industrial railroad in Los Angeles and (quoting from Decision No. 4553) : ". . . proposes to construct in the city of Los Angeles a switching and terminal railroad approximately two miles in length. If the plans of the company are carried out, the line will start at Alameda Street at a point about 200 feet north of Aliso Street, run in an easterly and northeasterly direction across Ramirez Street, Macy Street and Lyon Street, and across the tracks of the .\tchison, Topeka and Santa Fe Railway Company; then across the Los Angeles River and across the tracks of the Los -Angeles and Salt Lake Railroad, ending on the south side of Alhambra Avenue east of the Los Angeles River. The maps filed with the earlier application (Ap- plication No. 1803) do not show the proposed location of tracks and other facilities, but they do show the right of way as the company is securing it. "In addition to the right of way needed for the main line, these maps show right of way for a short spur, 40 feet wide, at right angles to the main line about 250 feet east of Macy Street." In its opinion preceding the order, in the same decision, the Commission states : ". . . that this application should not be granted nor should it be denied until the Commission's investigation in the larger cases has pro- gressed sufficiently to determine whether or not it will be possible to let applicant proceed with his plan. . . ." It was ordered by the Commission that : "... a supplemental order will be issued at such time as the Com- mission may be in possession of the necessary information to enable it to determine whether or not, under the circumstances set forth in the fore- going opinion, it is proper for this capital stock to be authorized." Application of Los Angeles and Salt Lake Railroad Company. (Application No. 3037.) This condition also prevails with reference to Application No. 3037 of the Los Angeles and Salt Lake Railroad Company, which applied on July 16, 1917, for permission to construct, in Los Angeles, certain crossings in connec- tion with a proposed new freight terminal at Eighth and Alameda Streets, which would give the Salt Lake Company a freight terminal on the west side of the river and would improve conditions of that carrier in regard to its freight business. In Decision No. 4552, dated .August 18, 1917, the Commission says: "We recommend that at this time the Commission neither deny nor grant this application but that a decision be postponed until the investiga- tion into the general transportation situation in Los Angeles has progressed 50 Los Angklks Terminal iNVESTir.ATiox sufficiently to enable the Commission to detcrinint- wlictlur or imt the ap- plication should be granted." It was ordered that: "... a supplemental order will be issued at such time as the Com- mission may be in possession of the necessary infonnation to determine whether or not this application should be granted, and the location, con- struction, installation and protection of the crossings involved in this ap- plication." Application for Joint Terminal Facilities by Southern Pacific and Salt Lake Railroad Company. (Application No. 3346.) At the hearing held before the Commission on November 12, 1917, the Southern Pacific Company and the Los Angeles and Salt Lake Railroad Com- pany filed an ai)plicati()n asking approval of an agreement dated July 18, 1917. This agreement covered the joint use of the existing Southern Pacific Statiotj at Fifth Street and Central Avenue by these two roads and entered fully into the cost and maintenance of existing and additional facilities. The plan proposed was the same as that submitted to the Commission at the previous hearings. The most important features, in addition to the joint use of the Southern Pacific passenger station, were the joint construction and use of elevated tracks south of Sixth Street between Alameda Street and the east bank of the Los .Angeles River, with additional tracks along the river. The Company claimed that the joint use of track would obviate the necessity for operation of passenger and freight traffic over Alameda and certain other streets and would also eliminate many grade crossing movements. The agree- ment further provided for the possible joint use of certain station facilities by the Pacific Electric Railway and for the construction and use by that company of a doul)lc track elevated structure alongside the steam railroad structure. The application was consolidated with the seven other formal cases for determination and decision. HEARINGS BEFORE THE COMMISSION Immediately after the order by the Supreme Court dismissing the peti- tion for rehearing, the Railroad Commission set Cases 970 et seq. for hearing in Los Angeles, and made arrangements for the necessary engineering investigation. The hearings in these cases were held on the following dates: September IS, 1916, November 20, 1917, July 24,1917, November 21, 1917, July 26, 1917, November 22, 1917, August 22, 1917, December 11, 1917, AuRust 23, 1917. December 12, 1917. At the hearings held on July 24, 1917, the Railroad Commission made the following announcement regarding the conduct of these proceedings: "As is usual in formal con'.plaints, the complainants will be permitted to introduce their evidence and then the defendants will present their testi- mony. History of Proceedings 51 "The Railroad Commission proposes lo conduct a thorou,i;h. comprehen- sive and impartial investigation into the entire situation. The Ccnimission will instruct its engineering department to make an exhaustive investigation and to prepare a report which will thereafter be introduced as evidence in these proceedings. Until this report has been prepared and introduced, and all the parties have had a fair opportunity to present their evidence and to cross-examine witnesses, no conclusion will be reached." "One of the matters which will be determined as soon as possible is the time of payment by the City of Los .A.ngeles of the sum of $20,000.00, which was voted by the City Council to help defray the expense of the investigation which is to be made by the Commission's engineering department. The sooner can the Commission employ the necessary engineers and other assis- tants. "I assume that it will be entirely unnecessary to say that the Railroad Commission approaches this case, as every other case, with an absolutely open mind and with an earnest desire to ascertain all the facts, so that a just and constructive solution of the problem may be reached. It is our intention to view this problem in the largest possible aspect and to reach a conclusion which will serve the needs not merely of today, but also of the future. The people of the City of Los Angeles and the surrounding com- munities and railroads are entitled to an exhaustive and thorough considera- tion of the problems here presented and such consideration they will re- ceive from the Railroad Commission. "In this work, which will mean so much to the people of this com- munity and the surrounding communities, as well as the railroads, the Rail- road Commission, of course, expects the fullest consideration and coopera- tion from all parties — the complainants, the railroad companies and the public authorities." The Commission also ruled that all of the formal complaints, seven in number (Cases 970, 971, 972, 974, 980, 981 and 983), be consolidated for hearing and decision. At the same hearing, one of the principal complainants, the Central Development Association, filed an amendment to its original complaint to include the requirement of freight and passenger union terminals, in addi- tion to reclaiming .-\lameda Street, reorganizing the trackage and eliminating grade crossings. At all of the hearings, beginning July 24, 1917, and subsequent thereto, the complainants and defendants submitted data and evidence in general supporting or refuting the several proposed schemes for a union passenger and freight terminal and the elimination of grade crossings within the City of Los Angeles. The testimony thus far covers 1477 pages and is supplemented by 53 exhibits filed and assigned numbers as follows : Business Stability Association No. 1 Central Development Association " 1 to 20 inclusive City of Los Angeles " 1 " 3 City Planning Association " 1 " 3 Southern Pacific Company and Salt Lake Company " 1 " 25 Since the hearings, the Business Stability Association has filed with the Commission a new drawing of its exhibit. This includes a larger area than THE JOHN Rfi.NPO'-PH H^YNES AND DOR.AH.V, ZATlON 1 I f-.-^ « nV/ 52 Los Angeles Terminal Investigation the original map. The Central Development Association also filed a drawing supplementing the track plan shown by its original exhibit No. 5. Copies of these supplementary drawings have not been furnished to all parties but are reproduced in this report. In December. 1917. the Commission opened an engineering department office in Los Angeles and assigned its Chief Engineer and a staff of assistants to study the entire situation. Further hearings were continued until after the completion of the report by the engineering department. REPORTS UPON TEMPORARY AND IMMEDIATE MEASURES Report of August, 1918 Shortly after the control of the railroads had been taken over by the United States Government on January 1, 1918, the United States Railroad .Administration issued its general order for the unification, as far as possible, of all railroad facilities, including terminals in cities. At the same time, investigations were started and in some cities the terminal facilities were consolidated. In Los Angeles, due to the fact that the California Railroad Commission was at that time making a study of that question. Mr. McAdoo, as Director General of Railroads, on July 22, 1918, addressed the Commis- sion, asking that it make a report giving the Administration the benefit of its knowledge in the investigation under way and to make recommendations for immediate unification. Air. McAdoo's telegraphic request was as follows: ".\n\ having investigation made of terminals at Los .\ngeles with a view of unifying them in line with similar policy through country with view to increasing the public convenience and economizing in cost of opera- tion. I also desire, if possible, to reduce existing traffic on Alameda Street. Shall be glad if the California Commission will look into this situation and give me the benefit of its views on proposed changes. Mr. Sproule will gladly co-operate with you and supply all available information." The Engineering Department of the Commission on September 7, 1918, submitted to the Commission its report on "Immediate Unification and More Economical Operation of Railroads with Resulting Betterment of Grade Crossing Conditions in Los Angeles and \'icinity." This report was con- curred in by the Commission and was submitted on September 16th to Mr. McAdoo. The seven recommendations made in this report follow: 1. Operate as double track the Salt Lake and Southern Pacific lines as east and westbound tracks between Colton and Los Angeles. 2. Discontinue Salt Lake passenger and freight service to Pasadena. 3. Discontinue Salt Lake passenger and freight service between Los An- geles and Glendale. 4. Discontinue Southern Pacific passenger service between Los .\ngeles and Anaheim. 5. Santa Fe take over Salt Lake freight business in Los .\ngeles. 6. Reroute certain freight switching in Los .Angeles, relieving .Alameda Street and providing for additional transfer facilities at Butte and Alameda Streets. 7. Unify all passenger facilities at the Santa Fe Station. History of Proceedings S3 Copies of the report were furnished to all interested parties: the carriers, the civic organizations, the City of Los Angeles and individuals. A similar report had been asked by Mr. McAdoo from the engineers of the United States Railroad Administration, and the engineers of the three interested railroad companies submitted to their superior officers a joint report containing certain recommendations for the immediate unification of railroad facilities in T,os Angeles. These recommendations varied consider- ably from the report submitted by the Commission, and. in consequence, the Federal Managers of the Santa Fe, the Southern Pacific and the Salt Lake applied to the Railroad Commission requesting a conference between the engineers of the Commission and of the roads for the purpose of recon- ciling the differences between the two reports. Report of January 15, 1919 In consequence, three conferences were held, the first in Los Angeles on Noxember 12 to 14', 1918, and the second and third in San Francisco on December 30 and 31, 1918. and January 14 and 15, 1919, respectively. Through these conferences the difl:"erences in the estimates were jjractically eliminated. The result of the conferences was, on January 15, 1919, submitted to Mr. Walker D. Hines, who had succeeded Mr. McAdoo as Director Gen- eral of Railroads, by supplemental reports, one by the Engineering Depart- ment of the Commission dated January 15, 1919, and the other by the engi- neers of the carriers of the same date. These reports were combined and they included the estimates as revised and agreed upon, together .with an explanation of the recommendations and methods in dispute. Agreement was reached on the majority of the recommendations made bv the Commission in the original report. This is true of original recom- mendations Nos. 1, 2. 3 and 6, and, with qualifications on the part of the railroad engineers, of recommendation No. 5. It was not possible to reach agreement with respect to recommendation No. 7 — Unification of Passenger Facilities. The Railroad Engineers' report still maintained the advisability of par- tial unification at the present Southern Pacific station. This plan contem- plated the use of this station by the Salt Lake as well as the Southern Pacific, with the resultant increase of railroad traftic on Alameda Street. In the first report to Mr. McAdoo, the Commission recommended tem- porary unification of all passenger facilities at the Santa Fe station site. In the supplemental report to Mr. Hines, the Commission recommended tem- porary partial unification by the joint use of the Santa Fe passenger station by the Salt Lake and the Santa Fe. This change in recommendations was caused by the changed general conditions that occurred between the dates of the two reports. At the time the supplemental report was made, the period of continued federal control was one of great uncertainty. The cur- tailment of all expenditures to an absolute minimum, as a v.-ar measure, 54 Los Angei.es Terminal Investigation was no longer imperative. With the cessation of hostilities, it was not considered : ". . . necessarj', nor in the interest of tlic railroads, or the City of Los Angeles, to press at this time the matter of complete temporary unification of terminal facilities in Los .Angeles." The Commission decided that partial temporary unification at the Santa Fe site, with its minimimi cost, was most desirable. Another factor leading to this conclusion was the fact that the investigation of the entire Los Angeles terminal situation was nearing completion and it was possible to consider seriously a permanent solution, which was thought superior to any temporary arrangement. ATTITUDE OF UNITED STATES RAILROAD ADMINISTRATION Since this report was submitted. Mr. Hines, during a visit to Los Angeles, expressed himself as being desirous of giving the support of the United States Railroad Administration to the investigation of the Los Angeles terminal situation. At a conference held on April 25, 1919, Mr. Hines stated : "I shall be glad to facilitate in every way in the power of the Railroad Administration the completion of the Railroad Commission's investigation of the Los Angeles terminal situation and shall give prompt consideration to the method by which I can most effectively aid in this direction."' No action has thus far been taken, however, by the United States Rail- road Administration towards the carrying out of any of the Commission's and of the Administration's own engineers" recommendations. This is in spite of the fact that an annual saving of over $350,000 could have been accomjjlished with the expenditure of a very small amount of new money (less than $150,000) and with great benefits to the City of Los Angeles and to the railroads. On June 3, 1919, the Director General issued instructions to the Regional Director setting forth the policy of the United States Railroad Administra- tion with regard to jiublic improvements and capital and operating expendi- tures. These instructions will be of iinportance in this proceeding and we quote in full : "June 3, 1919. "Public Improvements "To the Regional Directors. "Gentlemen: "The Railroad Administration is disposed in favor of the resumption or development of public works and iiuprovements. In cases where the only objection thereto is to the present comparative cost of labor and material, no protest will be trade on behalf of the Railroad Administration. Even where the burden upon the Railroad Administration in a particular district would be relatively a larger part of the total cost, the mere difTerence be- tween the cost of work being done now and being done somewhat later is not sufficient to- justify an attitude of opposition by the Railroad Adminis- tration to a policy of resumption or prosecution of public works. "The Railroad Administration should not identify itself with opposition to proposals looking to such development or resumption of public works History of Proceedings 55 unless the case is exceptional, and it is clear that the expenditure will be improvident, or that the project is actually in a private interest and involves the public interest only to a slight degree and the private interest involved will not assume the expense of the work. Nothing herein shall be construed to relate to facilities covered by General Order No. IS. "Representatives of the Railroad .Administration should at all times make it clear to the public authorities that responsibility for Capital Ex- penditures rests upon the Railroad Corporations and not upon the Railroad Administration, and unless specifically authorized by the Division of Law, shall speak only for the Railroad .Administration in proceedings before Public Service or State Railroad Commissions, or officials or cities, counties or municipalities. "The Railroad Administration may use its moral suasion to get the Railroad Corporations to consent to go ahead with public improvements and to finance improvements. However, no Federal Administration ofiicer should take any action or make any commital, the effect of which would be to deprive a corporation of an opportunity to present its objection to the expenditure. "In view of the fact that the amount of money available for capital ex- penditures is always limited, if a project will not be beneficial to the public in proportion to the expense, or can better be postponed pending the com- pletion of more important Capital Expenditures, the Railroad Corporation, which will have to supply the capital, should present the conditions to the proper authorities. "Bond Issues or Special Assessments "Railroad Administration officials will not take any action for or against any proceeding, the purpose of which is to authorize a bond issue or special assessment, but will as fully as practicable keep the Corporate officer of each interested railroad advised so that if the Corporation desires to take any action, it may do so. "In cases involving a special assessment chargeable to Capital .Account in which the Corporation does not make financial arrangements to pay the assessment, there is no obligation upon the Director General to furnish the money. In such case, the question is one between the public authorities and the Railroad Corporation. "Projects which Involve Charges to Capital Account That the Corporation Agrees to Assume, but which also Involve Charges to Operation "If such a project is agreed to between the Corporation and the public body and the financial arrangements have been satisfactorily disposed of, the Railroad Administration will assume, as to Operating Expenses, the amount properly chargeable to it, but this policy should not prevent the Federal officer from presenting the objections, if any, which may develop to the project from an operating standpoint, nor from designating, wherever possible, the most economical method of carrying out any such project whenever there is more than one way of providing the proposed facility, or improving the existing facility, or from designating a better method of reaching the result if there is one available. "Discussion with, or Proceedings Before, Public Service or State Railroad Commission, or Officials of States, Counties or Municipalities "The general practices in connection with negotiations with, or before such public authorities preceding the issuance of an order, either formal or informal, should be along the following lines: 56 Los Angeles Termixai. Investigation "(a) Immediately upon receiving notice that any question affecting Capital Expenditures is to be taken up, notice should be given as informa- tion, to the proper officer of the Corporation so that the Corporation may participate in the consideration or hearing before the public authority, and where such projects involve the consideration of existing franchises or charters, unusual care in protecting the rights of the Corporation, to notice should be exercised. "The United States Railroad Administration representatives should as- sure themselves that the public authorities have given the Corporation the notice required by law. "(b) The representatives of the United States Railroad Administration will in such proceedings handle to the best advantage all matters involving maintenance, transportation and other items included under operation, and may be called as witnesses for the public, or the Corporation, as well as for the Railroad Administration. "(c) It will be entirely proper to respond to any requests from a Municipality, County or State for information in regard to material and labor costs, and to volunteer such data so that all concerned may get the benefit for the information in the hands of the Railroad Administration officials. "(d) Single complete items involving a charge to Capital Expenditures of $1,000 or less should be promptly reported to the Corporation to give the Corporation the opportunity of handling the matter with the public authority, but in the discretion of the Federal Manager the work should not be delayed if, and when, in his opinion, a prompt disposition of the matter will be the proper action under all circumstances. "Compliance with Orders Issued by Public Authorities "If and when a proceeding before the public authority has resulted in a definite order involving a charge to Capital Expense, the matter should be promptly reported to the Division of Capital Expenditures, with the position of the Corporation officer clearly expressed, together with the recommenda- tion of the Federal Manager and Regional Director. "Sincerely yours, "(Signed) Walker D. Mines." Since the date of this letter. Director General Hines has designated District Director William Sproule as the representative of the Administra- tion. Mr. Sproule in a letter to the Commission of June 18, 1919, states that: ". . . the Director General, while not a party to these hearings, will co-operate in arriving at the facts and their bearing and desires to be repre- sented at the hearing." CHAPTER II. OUTLINE Influences Affecting Terminal Problem The Steam Railroad Problem Relation of Electric Interurban Eines to the Problem CHAPTER II GENERAL SURVEY OF PROBLEM INFLUENCES AFFECTING TERMINAL PROBLEM Mr. Bion J. Arnold has well summarized the influences affecting the Chicago terminal problem. Since the problem at Los Angeles is different only in degree, we shall take the liberty to c|uote from his report:* "Influences Affecting Terminal Problem: "A broad and unbiased study (if tliis problem calls for consideration of the rights and viewpoints of the many interests concerned, which are briefly set forth here in order to emphasize the impossibility of reach- ing conclusive decisions until the full facts are available. "1. The Railroad Corporation — viewing its properties, realty holdings, ter- minal advantages, operating rights and investment from an individual rather than a community point of view, thus reflecting the attitude of a foreign directorate. "2. The Municipality — vitally interested in the proper physical and aesthe- tic development of the industrial properties within its borders as well as in the convenience of its citizens. "3. The Local Taxpayer — who questions the justice of enormous railroad holdings within his city being assessed at merely a fraction of his own assessment rate while he is required to contribute a proportionally greater share to the support of the municipal government. "4. The Real Estate Owner — generally in favor of any plan that benefits his property without considering the best interests of the city as a whole and who as loudly protests against the depreciation of his property values by contiguous railroad properties, and whose views are equally divergent upon the desirability of a railroad or loop terminal location depending upon whether his property is inside the "loop" or outside. "5. The Commuter — satisfied with moderate terminal facilities if low fares and reasonal)le conveniences are available with quick access to the business district. "6. The Traveler — favoring that road with the shortest running time, the best equipment, the most imposing terminal architecture and maximum terminal conveniences without so much regard to location, as his lack of knowledge of the city forces the use of taxicabs. Here the adver- tising value of the expensive terminal is evident. "7. The Stockholder — often interested only in a maximum return upon his investment without much regard to methods of operation and often with none at all in the welfare of the community. "8. The Bondholder — retaining through the trustees the absolute owner- ship and control of present property which cannot be disposed of out- right without his consent except through long term leases and operat- ing a.greements. "9. The Management — under continual pressure for maximum dividends, adherence to schedules, better equipment and the demands of the suburbanites for more and faster equipment in the face of increasing operating expenses and competition from long-haul rapid transit lines. ♦Report on the Rearrangement and Development of the Steam Railroad Terminals of the City of Chicago— 1913. 60 Los Angeles Terminal Investigation "10. The Financier— Ranging the amount and discount of his loan largely by tlie record of annual surplus shown on the road's balance sheet. "11. City Shipping — Desiring freight terminal facilities located as close to point of originating tonnage as possible in order to avoid delay and expense in extra cartage. Obviously too close concentration within congested district defeats the purpose in view. "12. Through Shipper — interested only in prompt transfer through the Chicago District with the least rehauling, which practically dictates the clearing system now being installed. "13. Lake Shipping — the success of which practically depends upon cheap and convenient trans-shipment facilities that can only be brought about by the most intimate contact between rail and water, supple- mented by interchange clearing and union freight station. "Analysis of all these extremely conflicting viewpoints reveals the fact that in the main the decision of all parties interested as to the merits or demerits of any terminal plan proposed is practically guided by in- dividual interest and in this respect the municipality is no exception. How, then, may a just balance of interests and equities be found? The method followed in this report is that of disinterested technical analysis. "1. Analysis and classification of each proposal. "2. Balancing of advantages and disadvantages from the viewpoint of the greatest good to the greatest number. "3. Determination of capacity and commercial feasibility. "4. Assumption of reasonable co-operation between all interested parties, especially the railroads and the city. "Tn the present situation the property values and equities involved are so large and the interests so complicated as the result of long years of development, rearrangement, reorganization, acute competition and lack of adequate municipal supervision, that the question immediately arises: "Shall expendiency and minimum cost govern, or shall per- manent development based upon the lessons of the past and the unquestioned needs of the future prevail? "Here there are the two extremes: the Corporation hesitates to plunge into a large investment for the distant future, especially during a close money market, and, therefore, follows the line of least resistance and uncertainty in providing only for the immediate future. On the other hand, enthusiastic supporters of the comprehensive City Plan are convinced that piecemeal and disorganized development for the pres- ent only will simply intensify the problems of the future. Both are right to a degree and in the analysis the problem is to find the middle ground, if possible, upon which these conflicting interests may unite upon a constructive program of necessity and moderation." The problems involved at Chicago were very much the same as those presented in this investigation, more particularly the various interests involved. The most important exception lies in the fact that here in Cali- fornia the Railroad Commission has very large powers to make orders affecting service and operation of common carriers. These orders, if rea- sonable, are binding upon the carriers, and in a measure also upon munici- palities and other political subdivisions of the state. The necessity of bring- ing the various conflicting interests upon the "middle gn.und" by means of General Survey ov the Problem 61 argument and persuasicm. tliat is, the necessity to compromise, is present, therefore, only if, in the interests of the greatest good to the greatest num- ber, a compromise seems best. However, a "disinterested technical analysis" is necessary in any case. The conclusions reached in this report are the result altogether of such dis- interested analysis as we iiave been able to give to the prublem. THE STEAM RAILROAD PROBLEM The main subject of this report is the study of the railroads in the City of Los Angeles and particularly the railroads in the industrial district. Plans have been formulated and recommendations have been made in tlic main with three objects in view: 1. The elimination of grade crossings, 2. The question of the desirability and location of a unicjn passenger station, and, 3. The possible improvements in the handling of freight. These three problems are interdependent: the plans of one item have an effect on the other two. It is obvious, for instance, that the matter of crossings is very largely dependent upon the location of a union passenger station. It is necessary, therefore, to determine first which one of the three problems shall be considered as of greatest importance. It has frequently appeared during the hearings in these cases and subsequently that the estab- lishment and the location of a union passenger station is of paramount im- portance. Even a superficial examination of the factors involved will lead to the conclusion, however, that this is not the case. The matter of first importance, in our opinion, is the elimination of grade crossings. This is true not only because we are dealing with the question of danger to life and limb and property, but also because the continued existence of certain grade crossings in the City of Los Angeles is one of the main handicaps 'to a health}- and unhindered development of the city. The com])arati\-e im])or- tance of the grade crossings can be established from another angle : .\l)out 2,750,000 people per year — approximately 7.500 per day — are now using the depots of the three steam railroads in Los Angeles. ,\ union passenger station will probably accommodate for years to come not in ex- cess of 10,000 people per day. Over the various grade crossings adjacent to the Los Angeles Ri\cr and between North Broadway and East Ninth Street (the crossings chiefly under consideration in this report) there pass about 33,000,000 people per year — 90,000 per day. And this number is steadily increasing and will, within another year, average at least 100,000 per day. These facts, in our opinion, demonstrate clearly the overshadowing importance of the grade crossing problem in the City of Los Angeles. In addition to the three main factt.rs affecting steam railroads, as enumerated above, we have considered only such other steam railroad matters as were clearly included in the cases officially before the Commission (the recommendations, for instance, that were made by the Commission in the 62 Los Angeles Terminal Investigation reports to the Director General of Railroads on immediate unification pos- sibilities) and in various other applications awaiting decision by the Com- mission. RELATION OF ELECTRIC INTERURBAN LINES TO THE PROBLEM It is an important fact that the Pacific Electric Railway in 1917 carried about 35.000,000 passengers in and out of Los Angeles^exclusive of five- cent fare passengers— while on the three steam roads combined the passen- gers numbered only 2,750,000. In other words, the electric intenirban pas- sengers are over thirteen times as numerous as the passengers on the steam roads. There were, on December 31, 1917, over 1,400 scheduled passenger trains daily on the Pacific Electric in and out of Los Angeles, exclusive of street or local service, while on the steam roads there were but 94. The proportion of thirteen to one, therefore, holds here also. The routes tra- versed by these 35,000,000 passengers are shown in Fig. 17 on page 107. The grade crossings within the city on electric interurban lines also exceed the crossings on steam roads, but an exact ratio is difticult to estab- lish because of the relative importance of the various crossings. Recently the City erected advance grade crossing warning signs in compliance with a state law, and there were about as many steam road crossings designated for signs as there were Pacific Electric crossings, the ratio being 159 to 163. These figures give a very good approximation of the number of crossings of Ijolh kinds considered dangerous by the City. Electric interurban traffic in a city is more dangerous than steam road traffic for the main reason that electric trains accelerate much faster and, in general, operate at much greater speed. With these facts before us, it is necessary to take up the question of the elimination of grade crossings of the electric interurban tracks and its relation to the whole problem. It should be stated at the outset that from the practical point of view, all matters dealing with electric interurban service within the City of Los Angeles resolve themselves first into questions of jurisdiction. To the ex- tent that the scope of this report includes electric interurban service, we are considering the problem regardless of the power of the Commission to en- force recommendations and from an engineering standpoint only. As mat- ters now stand, jurisdiction is divided between the various municipalities served, the County and the Commission. The ideal condition would be to have these various jurisdictions work together and agree on the best pos- sible plan for future electric railroad development and to permit thereafter nothing to be done that would seriously interfere with the ultimate accom- plishment of the adopted plan. Such a plan, insofar as electric interurban traffic within the City of Los Angeles is concerned should, in our opinion, take account of the main factors indicated. General Survey of the Problem 63 The so-called Hill Street subway line which was discussed at length at the hearing in these proceedings, is a case in point. As long as fourteen years ago the interests then controlling the Pacific Electric planned this line as a subway westerly from the present Pacific Electric Hill Street station to approximately X'ermont Avenue and thence either on the surface or as an elevated line to \ineyard. This plan as developed fourteen years ago remains sound today. There is no doubt that construction of the line and the abandonment of the Hill Street station and the Sixteenth Street line for all but street car traf^c would result in far better transportation to the various beach towns and in the elimination of dangerous crossings. In this connection see Fig. 89 on page 246. A somewhat similar situation exists with regard to the elimination of Pacific Electric grade crossings between Los Angeles and Pasadena. This matter will be further discussed in Chapters IV and IX. The general problem of the elimination of grade crossings on Pacific Electric tracks in the City of Los Angeles resolves itself into the separation of street levels and railway levels not only where the tracks cross the streets but between these points. This is a problem of city planning rather than one to be taken within the scope of this report. CHAPTER III. OUTLINE Historical Review Early History of City Growth of the City Los Angeles Harbor Municipal Railroad Steam Railroads Los Angeles and San Pedro Railroad Company Southern Pacific Company Atchison, Topeka and Santa Fe Railway Company Los Angeles and Salt Lake Railroad Company San Gabriel Valley Rapid Transit Railway Los Angeles and Glendale Railroad Company Los Angeles, Pasadena and Glendale Railroad Company Los Angeles and Independence Railroad Passenger Stations in Los Angeles Present Conditions Railroad Entrances Southern Pacific Routes Santa Fe Routes Salt Lake Routes Railroad Mileage in Los Angeles Valuation of Steam Railroad Pro]K'rty in Los Angeles Relation of the Business District to the Topography CHAPTER III HISTORY AN13 DKN'ELOPAH-.NT OF CITY AND OF TRANSPORTA- TION FACILITIES HISTORICAL REVIEW Early History of City The Pueblo of Los Angeles was founded under the protection of the Spanish Government on September 4. 178L shortly before the original site of the city had been laid out in rectangular shape (200 feet by 275 feet) and, according to the records, was approximately a little north and west of that area now between Main, Los Angeles, Marchessanlt and Plaza Streets, and comprised slightly more territory than is included in the present circular [)ark known as the Plaza. It was at this location that the Mexican colonists gathered and declared this to be the Town of Our Lady the Queen of the Angels ("Pueblo de Nuestra Senora la Reina de Los Angeles"). Kit;, a. THK I'l.AZA This circular park marks the center of tlie original Cit.v of Los Angeles at the time of founding, in I7S1. The area of the city was but slightly greater than the present plaza. Los Angeles is, therefore, one of the oldest cities of the Pacific Coast. It w'as the lirst colony to be organized independently and separately from a Spanish Mission. Of these there were several and the largest was at .San Gabriel, at that time the sponsor to the entire Southern California region. The population at the time of founding is ofticially reported as forty- four. Since then, the growth of the city has not been regular, but has fluctuated during different i^eriods. From the date of the foundation to the time of incorporation, in 1851, very little jjrogress can be noted. .About 66 Los Angeles Terminal Investigation that time the population increased considerably because of the intlu.x of prospectors into California attending the discovery of gold and the sub- sequent excitement. From about 1860 to about 1885, the growth of the town was fairly steady. In the latter year the last spike was driven in the Cajon Pass line of the Santa Fe. giving Los Angeles a direct and com- peting railway connection with the East. (The Southern Pacific, as will be discussed later, had come in, in 1873.) This event has been termed the turning point of Los Angeles from the old tu the modern city. Growth of the City With the widespread advertising, and special railroad rates offered, traffic developed and there came a sudden flood of people to this part of the Pacific Coast. With this period the remarkable development of Los Angeles and Southern California began. In 1860 the population is reported to have been 3700; in 1870, 5728; in 1880, 11,090; in 1S90, 50,395; in 1900, 102,479; in 1910, 310.198, and in 1918 it is estimated at over 600,000. The lio])ulation of Los Angeles stands first in California, fifth in the United States, and about thirty-fifth among the cities of the world. The actual growth in ]:)opulation may be more readily seen from the chart. I""ig. 3, page 67. The greatest rate of increase in any one decade was 350 per cent and occurred lietween 1880 and 1890 in the so-called "boom period." It has been stated this was caused, to a large extent, by the opening of the Santa Fe railroad from the East with ridiculously low rates. During the rate war between the Southern Pacific and the Santa Fe, in 1886, the fare from Missouri River [xiints to Los .\ngeles reached as low as one dollar. POPULATION LOS ANGELES 1850-1917 POPULATION 1900-1917 FROM ANNUAL REPORT OF BOARD OF PUBLIC UTIUTIES LOS AN6ELES FOR I9lfc-I9l7 / / / / / / / ) / / / r / ^ -^ a ( ■> 1 » 1 ( r^ 700,000 600,000 500,000 z o 400,000 < D Q. 300,000 200,000 100,000 YEAR 1850 I860 1870 1880 1890 1900 1910 1920 AREA LOS ANGELES 1850-1917 ( 1 J ^^ ^ 300 200 o in a. 100 < YEAR 1850 I860 1870 i880 1890 1900 I9J0 1920 POPULATION PER SO. Ml. LOS ANGELES 1850-1917 4000 2000 O iD (T LU CL z o a o YEAR 1850 1860 1870 1880 1890 1900 1910 1920 GROWTH OF LOS ANGELES POPULATION & AREA CASE 970 ET SEQ JUNE 1918 N? 10-2 CalUortna Kalln ad t'omiuLssion Kiib'iin-fiiiiy iKpt vui. :*. <;k«»\vth o £ Vm. :*. <;K«»\VTH OK I. CIS .l.>UKl.t!;» !.-» 1-ui-t I. »•■«».» «.»■# >■>■..• The unner diairram shows the growth in population troni ISSO to the present time; the middle diagram shows the growth in area in the same period: and the lower one shows corresponding changes in average density of population. The drop in average densit.v in 1915 is due to the annexation of the .san I- ernando Valley at that time. 68 I-ns AxGELE-S Tf.rmixal Investigation A chart, showing tlie territorial growth of Los Angeles from 1850 to the present time, is also shown in Fig. 5. In 1851, when the city was incorporated, the total area was 28.01 square miles. During the next fifty- five years the increase in area amounted to only 1.20 square miles. From lOQo'to 1910 the area increased 133% and from 1910 to 1918, 261%. This last rate of increase was caused principally by the annexation of the San Fernando \'alley. This annexation was made in order to irrigate this valley with water from the newly completed municipal aqueduct, the law providing that such water could not be sold outside the city. The third graphic chart embraced in Fig. 3 shows the population per square mile of area and the corresponding changes in the density of population. This curve reflects the effect of the acquisition by the city of largely sparsel}' po])ulated areas, nevertheless the population of the city is con- stanth- growing. With two or three exceptions, the territories consolidating with, or annexing themselves to, the City of Los Angeles have been large in area, but small in population. The San Fernando District or Valley is an agricultural district and embraces approximately 170 square miles, with but 5000 or 6000 people. 'I he economic factors controlling the growth and prosperitv of any community are directly reflected in such statistics as banking, building per- mits, and post office business. In the chart. Fig. 4, these statistics, for the years 1890 to 1918, together with curves for population and area, are shown as an indication of this growth in Los Angeles. ■ Fig. 5 shows the present shape and boundaries of the City of Los Angeles. The original townsite or city, as incorporated in 1851, and con- sisting of 17,924 acres or 28.01 square miles, is shown in black. The sub- sequent annexations are shown in decades by color, as explained on the drawing. The total length of the city, from the northern limits of the so- called San Fernando district to the most southerly point at San Pedro, is now approximately 45 miles. The present area is approximately 365 square miles. With this area, Los Angeles is the largest city, in point of territory, in the United States. An idea of the distribution of the population may be obtained from Fig. 6. If) - z "~~ - — . CD III ~"^ -^ 1 ' ^ o \- IJ) 8 N 1 \ o o o o o o o o oO o o o o o o 8 o o o ^ S ?' ...'.- ZZ7-** y c y- *^ -^ i / V o z ^ ^ O Oi <0 N (O lO SJ.HAId3d JO SONVSnOHi IB z 4 cn q: ■^ _i ■-^ z < V o o o o o o in rr 'O o o IT savnnoQ JoSNomiw 8 o o o o o o ■ li < "L L o in 'J- o o o in 8 ui 8 «-) f^ OJ g3iikS3Bvn09 o U1 8 S5 V 6 Q r I z! I— (/) -^ ^ 'r •--.. 1 ^ z o ,^ ••-_ ■— - ■'%, Nye?i "^ jSr>- 1 1 1 1 — -I D a '-"^Va 3"*-. ;!*^ a i V \ NOIXVindOd JO SQNVSnOHi 8 TERRITORIAL GROWTH OF THE CITY OF LOS ANGELES 9CAU ' M MILIS '111° 1 2 PERIODS OF GROWTH ■ 1850 1869 1 1 1891-1900 1901-1910 I I9II-I9I9 Callfrrnia Rallrtacl ( oniiiilsslrn Knslneeilng Hept. FIG. .'. TKKHITOHI VI, fJHOWTH OK I.OS ANtJKI.KS Except for the first annexatlnn, the periixls of growth arc liy dccacies. In order that i he density of popiiiatiim shall Viecp pace with the territorial growtli, adcpii.t. iMi.id transit facilities are of jirinie importance. DISTRIBUTION AND DENSITY OF POPULATION LOS ANGELES 1917 SCALE LEGEND ^ CENTER O*" POPULATION. M'O-C'WlES nsOMCEXTP Of PoeUL>TiON • EACH OOT REf^CSEMTS lOOO RESiOFMT 00<^OTiON _.. — . ATCMISOK TDPEK* *NP S*>JT4 rt RAILWA> USAXeCLC? W.0 5*(.'' I>«f «*'1J>0*.'> rallfornia Uallrcad Comml&sicn En gi nee ring Dept, FIG. «. DISTItlBlTION OF POPl LATIOX I\ I«17 Each dot represents 1000 resident population. The star marks the point where a norlli and south and an east and west line divides the population into two equal parts. This map is based upon the registration of voters. 72 I.os Angei.es Terxiixai. I.n'vestigation l--.ach clot on this chart represents 1000 inhabitants, with the center of population shown by the star, at approximately Eleventh and Georgia Streets. About 1'>11 this center was at Sixth and Main Streets. The star is located at the intersection of north and south and east and west hues equally dividing the resident population. The first inhabitants located within the original plaza site but, as the town grew, the residential district was developed to the north and south of the Plaza, and occupied the area along Main, Spring, and Broadway (formerly Fort Street), as far south as Sixth and Seventh. From this district, the tendency seems to have been to the west and the south. Along with the growth and increase in population, there were economic, industrial and manufacturing developments in the city and great agricultural growth and developments in the surrounding country. U]) to about 1880 the business of the city had been practically confined to the immediate vicinity of the old Plaza; then a few small business buildings were built south of First Street: and, ten years later, the center of the business district shifted from around the old Mission Church at the Plaza to First Street. Up to this time the predominating population lived north of the Plaza: but, as the number of inhabitants increased, the trend seemed to be westward. This movement also caused the shifting of the city's business center, which moved south from First Street to between Third and Fourth Streets on Broadway, Spring and Main Streets, where it seemed to hold for several years. Then, within the last few years, it has evidently been moving toward Seventh Street, west of Broadway and Hill Streets, which, thirty years ago, was the southern outskirts of the town, but which is now the acknowledged future business center. Thus, it will be seen that the modern Los Angeles has far outgrown, in every respect, the city before the "boom." It may be of interest here to note the time c)f the beginning in Los Angeles of a few of the modern conveniences. In 18.^0 the first United States census was taken and. in the same year, before the city was incori)orated, the first jiost office was opened for busi- ness on .April 9th. On July 1st. 1830, the first election w^as held. In 1853 the Wells-Fargo Express Company came in. It was not until October 8. 1860, however, that the first telegraph line was in operation between Los Angeles and San Francisco. The first locomotive operated in Los Angeles was shipped in by water in 1869. Street railway companies began the opera- tion of horse or mule cars on the streets of Los Angeles in 1872. In 1873 the lirst bridges were built acro.ss the Los Angeles River at Downey Avenue. now- North Broadway, and .\liso Street. In 1874 the first cable street railroad was built and known as the Sixth and Main Streets line. On December 31. 1882. the city celebrated the occasion of the first electric street lights. In the same year the teleidicme was introduced. Street paving was started in Los Angeles in 1887, when Main. Spring and Broadway were paved. Oil, which has been one of Cnlifoinia'-; greatest products, was first pro- History and Development 73 diiced in Los Angeles in 1892, from a well dug by hand. The first shipment of oranges was made in 1877. In due time Los Angeles decided that the city must be expanded to reach the coast. Accordingly, an annexation act was passed creating a "pan-handle" or "shoe string" reaching to and including San Pedro, which is now a portion of the corporation of Los Angeles. The city also began to reach out in other directions until, today, it has an area of api)rn\imately 365 square miles. The Aqueduct, to which the present size of the city is largely due and of which Los Angeles is rightfully proud, was made possible by the is- suance, in 1907. of a $25,000,000 bond issue. Actual construction began in 1908 and, in 1913, the waters of the Owens River were brought across 250 miles of desert to the City of Los Angeles at a total cost of $24,650,000.00. In addition to providing .some 184,000,000 gallons, daily, of available water, the city is now building power plants at various points along the Aqueduct, and expects to develop electricity to the amount 185,000 horse power with plants already installed and to be installed. Los Angeles Harbor From 1871 to 1897 the (piestion of constructing a breakwater at San Pedro was agitated, and for years there was a conflict between the railroads and certain factions of the citizens of Los Angeles to determine and secure from the government an appropriation for the construction of a harbor at either San Pedro or Santa Monica. This contest, usually termed the "Los Angeles Harbor Fight," is a well known story in and around Los Angeles and will not be dealt with, in detail, in this report. The principal point is that the matter was one of railroad rivalry priniaril\ ; the Santa Fe (or its predecessor) developing a wharf at Redondo to compete with San Pedro, and the Southern Pacific Company, to checkmate this, extended its Santa Monica line three miles up the coast to Los Angeles and there building a wharf nearly a mile in length. Later, when the Southern Pacific Company transferred its ])lans from further extension of Santa Monica and Port Los Angeles to extensive improvements at San Pedro, the former wharves became practically aban- doned. Not long after the transfer of the Southern Pacific interest, the government rendered its final decision in favor of San Pedro and, in 1897, the United States army engineers located Los Angeles Harbor. The present breakwater, 11.152 feet in length, was then built at a cost of $3,108,300.00. The construction of this breakwater marks the beginning of Los Angeles Harbor as a deep water port. The first railroad facilities built on the old waterfront are shown in the following picture : 74 l.ds Anc.ki.ks Tf.rmixai. Ix\ t-Sticatiox FK;. 7. TERMINIS OF LOS ANGKLES AND SAN PKUKO R. H. AT WILMINGTOKT This picture was taken al)out 1S69. In 1906. the City of Los Angeles acquired a strij) of land extending southerly from the then city limits to the northern boundaries of Wilming- ton and known as the "shoe-string" addition. Three years later, in 1909, San Pedro and Wilmington became a part of the City of Los Angeles. Municipal Railroad Shortly after the acquisition of this new territory along the water- front, including Los Angeles Harbor, the city ofificials believed it to be to the best interests of the city to preserve to the people their rights to deep water frontage and to provide a means of access between the city and deep water for any transcontinental railroad which might build to Los Angeles. Accordingly, a plan was approved, and the road was to be known as the Municipal Railroad. Shortly after a railway right of way from Los Angeles south to \\'ilming- ton and San Pedro was secured, through donations to the city, with no financial outlay whatever. These donations were obtained with the under- standing that a railroad was to be constructed and, in many cases, the agree- ments called for the creation, by the city, of waiting stations, freight plat- forms, or the construction of a boulevard alongside the right of way, and also numerous other considerations. Later, when the building of the road did not materialize, the parties donating land demanded some action by the city, or the return of the land donated for railroad purposes. As fast History and Dknki.opment 75 as such ap|)iicati(iiis arc made, the city, withe ml any i^hjectinns whatever, is relinquishing- all claims. The only constructive work clone by the City on the Municipal Rail- road consisted of a double three-rail electric track from Aliso Street to Ninth Street on San Pedro Street: fur this the City paid the following: Pacific Electric Railway (paid l)y Harl>or bonds) $246,575.00 Engineers' fees 1,032.98 Installing intakes 327.00 Repaying street 421.00 Total e.xpended $248,355.98 The total appropriation by the City amounted to $2.^0.575.00. After the completion of the track, it was leased to the Pacific TClectric Railway Company for the consideration of the interest on the bonds, which amounts to $11,376.00 annually, or 4j/'>' of the total expenditure. If, at any time, the City terminates the lease, the Pacific Electric Railway Company is to automatically receive the franchise for a track on Ix)S Angeles Street. The franchise covering this was allowed by Ordinance No. 26,874 (N. S.) Cit)- Book 4. page 668. The Los Angeles Railway has also obtained a franchise for the operation of ears over that portion of the inunicipal tracks between Ninth and Fourth Streets. Several years ago the City attacked the right of the Los Angeles Railway to operate on San Pedro Street and the case was carried through the Supreme Court, proving some of the Los -\ngcles Railway franchises void and others \alid. Steam Railroads In the following short history no attempt is made to go into details. such as the corporate names or entities under which various sections of railroads and improvements were constructed or operated: the reorganiza- tions that almost all roads underwent during their life: the changes in motive power and franchises, and other such matters. In all cases the matter has been considered in a general way, and with special attention to the more important developments. To attempt to list the names of all small companies which were organized, in most eases by the larger companies merely tu build a certain section, small or large, of a particular road, and which, after completion, were absorbed by the o])erating company, would necessitate a great amount of searching of records and wotdd not assist in any way our study of the case. This is intended to l)e merely a sketch of the railroad development of Los Angeles and its surrounding territor}'. 'I'he subject matter is taken from various publications dealing with the history of Southern California and Los Angeles, and from information furnished by old residents of the City. The accuracy of our statements is. therefore, limited to the accuracy of these historians. There is no doubt in anyone's mind that progress and prosperity any- where is dependent upon transportation to a greater extent than upon any 76 Los Angeles Terminal Investigation other single factor. In the United States especially, as indeed in every "new country." the railroads have played a most important part in the growth of wealth, the increase of material comfort, and the spread of in- formation and knowledge. While this is true of the country, as a whole, it is even more startlingly true in the later development of the Pacic Coast and of the State of California. Los Angeles is now the first city in point of population in this State, and it is apparent that the railroad history of this city is intimately bound up with the jirogress of railroading in the entire State. A short review of that progress, in so far as it may be of interest in connection with this report, will, therefore, be in order. There are in California today ^7 steam rail- roads, with a grand total of 12.000 miles of track, of which 8000 are main line. The first railroad in the State, and in fact on the Pacific Coast, was completed in 18.^.T between Sacramento and F'olsom, a distance of 21 miles. The second was i)uilt in ( )aklan(l in 18fi2, 4 miles long and to facilitate the transljay traffic, then in a crude and undeveloped condition. The third was between San Fran- cisco and Alenlo Park, built in 1863 and extended early the next year to San Jose. The ne.xt railway achievement of importance was the construction of the Central Pacific from Sacramento to Ogden, commenced in January, 1863, and completed in May, 1869. During 1869 the Western Pacific Com- pany was constructing a line between San Jose and Sacramento which was completed and merged with the Central Pacific in 1870. Soon after the Alameda and Oakland road, which meanwhile had crept along to Hay- wards, was purchased by the Central Pacific and extended to Niles. This completed the first great all-rail transcontinental system, with California as its western terminus. Following this, railroads were built from San Francisco into the San Joaquin Valley and into the Salinas Valley, along the Coast. The high mountain ranges which separate Southern California from the central or San Joaquin Valley w^ere encountered and surmounted, and with a tunnel 6966 feet in length the railroad from San Francisco to Los Angeles was completed. The constructinn in 1877 of what is now known as the "Sunset Route,'" extending from Los Angeles to Yuma, and a few years later through the southern border territory to New Orleans, gave California another trans- contmental route. The railroads of next importance, whose operations were confined en- tirely to the southern part of the State, were the Atlantic and Pacific and the Southern California, in effect the Pacific ends of the Santa Fe. That portion of the Atlantic and Pacific route between Mojave and The Needles was originally constructed by the Southern Pacific Company in 1882-83 and transferred in 1884 to the Santa Fe. the present owner. ' At Needles It joined the main portion of the line, then nearly completed between that point and Albuquerque, adding a second transcontinental line to Southern California. Su!)sequently branches have been constructed into all of the History and Development 77 important territory to the south ami a great deal of enterprise displayed in tlie development of the country. In 1895 a second railway was started from San Francisco to Los An- geles, practically paralleling the Valley line of the Southern Pacific Com- pany; and in 1900 it had been completed and sold to the Santa Fe, which company has operated it ever since. A third railroad which may be called a transcontinental line is the present Los Angeles and Salt Lake Railroad, formerly known as the San Pedro, Los Angeles and Salt Lake Railroad. This road has its western terminus at Los Angeles Harbor and its eastern terminus at Salt Lake City where connections with the Union Pacific are maintained. Though several schemes for such a road had been promoted and failed, the San Pedro Company, together with the Los Angeles Terminal Company which had already built from Los .\ngeles City to San Pedro or Los Angeles Harbor, finally, in 1903, completed its line to .Salt Lake City. The impetus to jjrogress given by railroad construction in the southern part of California seems almost without an equal in the history of the nation. Within a com])aratively short space of time Los Angeles had bmken all records of growth. From a sleepy, indolent town of 12,000 inhabitants, few attractive features, and no evidence whatever of advancement, it has swelled to a metropolis of 600,000, and the railroad is the chief cause of the metamorphosis. Loi Angeles and San Pedro Railroad Company The- Los Angeles and San Pedro Railroad was the first railroad to be constructed in Los Angeles County or Southern California. Previous to the time when railroads began serving Los Angeles, the connecting link between Los Angeles and the outside world was the port or roadstead of San Pedro. All freight, with little exception, was transported that way. and. by the year 1869, business had grown to such proportions that a railroad from the port to the City was completed. This road was first agitated in 1860. At that time nmney for railroad projects was hard to raise, and an appeal was made to the State. An en- actment was passed by the legislature allowing counties and cities within the State of California the power to bond themselves and to loan the pro- ceeds of the bonds as subsidies to railroads. The public, however, was more or less skeptical of the success of a railroad and consequently it was not until eight years later (1868) that the City and County approved the issuance of the bonds. By these bonds the County and City made avail- able $22.5,000, $150,000 and $75,000, respectively, which made possible the building of the first railroad into Los Angeles. It is a noteworthy fact, therefore, that the first railroad in Los Angeles was built with public and not alone with private funds. On September 19, 1868. construction was started at Wilmington. By June, 1869, six miles of the road was completed. By August 1st, the road 78 Los Angeles Tekminai. Ixvestigatiox iKicl been l)iiilt to within 4 miles t.i 1-os Angeles or to about where the City of Compton is now located. Ry October the construction of eighteen miles was completed and the road brought well within the limits of the present city, but "far from town" as it appeared in 1869 and 1870. On October 26, 186't. the road was opened to the public although the regular schedule was not ])Ut into effect until No\cniber 1st. The road into the City was built along what was then called the "Lane" (which in reality was an extension of Alameda Street) to its terminus at Alameda Street and what is now Commercial Street, where a depot and turntable, as shown below, had been constructed. Later this road was ac- quired bv the Southern Pacific Company and is operated as its San Pedro Branch. FHi, s. KiusT i,<»s \\<;ki,e:s raii.isom) station This station was l)uilt in 1S69 by tlie L.os Angeles and San Pedro Railroad at Com- mercial and Alameda Streets. In 1870 the Los Angeles and San Pedro Railroad Comi)any extended its line from Wilmington to Tiinms Landing, at San Pedro. This was the real beginning of the city and the harbor of San Pedro. Southern Pacific Company The completion of the llrst continental railroad to San Francisco in 1869 gave an impetus to railmad i)uil(liiig in Califi irnia. To encourage rail- road construction throughout the State, the legislature in 1870 enacted a law authorizing any county to bond itself to five per cent of the assessed History and Dk\i:i.opment 79 value of all property in the county for the purpose of assisting railroads. Previous to this, the legislature had, in 1863. granted Los Angeles County and the City of Los Angeles permission to issue bonds as a subsidy to the Los Angeles and San Pedro Railroad Company. About 1870 the Texas Pacific Railroad was building a mad across Texas and had pmjccted a line through California fmm Vuma tn San Diego. This company had also proposed and offered to build a line extending along the coast to Los Angeles, providing suitable inducements or bonus were given by Los Angeles County and Los Angeles City. The Southern Pacific, about this time, was building southward from Lathrop. through the San Joaquin \'alley. and over the Tehachapi Moun- tains to Mojave. From this latter point, two separate surveys had been made to the Colorado River : one by way of Soledad Pass, via Los An- geles, through costly tunnels and over heavy grades: the ipther directly eastward to Needles, over an almost level plain and desert. Rumors that the latter route would be chosen and Los Angeles side- tracked unless inducements were oiYered resulted in a committee being sent from Los Angeles in 1872 to San Francisco to confer with the Southern Pacific Company. Maps presented at this conference showed how the railroad could enter the city. \\'hen the road was finiilly built, it followed the lines indicated by those maps. At the conference in San Francisco, the Southern Pacific Company oiifered to build fifty miles of its main trunk line through the County of Los Angeles and the City of Los Angeles, leading from San Francisco to Yuma, where connections were to be made with the Te.xas Pacific. Twenty- five miles of this fifty miles of road were to be built north of the City and a similar amount eastward. In consideration of this, the company de- manded a bonus of 59( of the assessed valuation of all land and improve- ments in the count}': sixty acres of land, ten acres suitable for a depot arid liity acres for shops at advantageous locations within the City, with the necessary rights of way for the main trunk lines. In addition, the coni])any demanded the entire stock owned by the City in the Los .\ngeles and San Pedro Railroad Company. According to the ordinance adopted in May, 1872, through which this matter was submitted to the vote of the people, the bonus to the railroad company was as follows: ^'/, of the assessed valuation of taxable property, which, in 1872, was $10,550,000, making a total of $527,000. $15,000 of this sum was to be paid by transfer of the capital stock held by Los Angeles County in the Los Angeles and San Pedro Railroad and $377,000 in 7% twenty year bonds. In addition, the City granted the lands and rights of wav, as also the San Pedro Railroad stock as demanded by the Southern Pacific Company. There then ensued a three-cornered fight between those who favored the Southern Pacific Company, those who favored the Texas Pacific, and so Los Angeles Terminal Investigation those who were opposed to the expeiuliture of public money as a railroail bonus. At this time, a committee from Anaheim, representing the south- eastern portion of the County, which would receive little benefit from the railroad if constructed as indicated above, entered the discussion and to satisfy them and gain their vote the Southern Pacific Company offered to build, within two years, a branch road from Los Angeles City to Anaheim. This branch was constructed and the first train ran from Los Angeles to Anaheim on January 14, 1875. The contest between the two railroad propositions was quite bitter and at the election held on November 5, 1872, the Southern Pacific won by a large majority. The total donations to the Southern Pacific Company, exclusive of land and rights of way, amounted to $()02.000. A number of citizens raised by subscription $75,000 and purchased a tract of land, consisting of fifteen acres, which was presented to the Southern Pacific Company for a passenger and freight depot. This was the southern portion of what was the River Station grounds and at present is part of the freight yards along North Spring Street. There was also deeded as a gift to the company fifty acres of land lying east of the Los Angeles River, to be utilized as shop yards, but the railroad, failing to comply with the conditions of the grant, the land reverted to the grantor. It was then donated to the City for a park and is now known as Eastlake Park. The Southern Pacific Company immediately started construction from the City north to meet the so-called Valley line, and four years later, on September 6, 1876, when the work of building through the mountains and the Newhall tunnel, 6966 feet in length, had been completed, the first trans- continental railroad was connected with the City of Los Angeles. The first train was operated through the tunnel in June, 1876. A line along what is now Alhambra Avenue was started in 1873-4, and by April, 1877, it had reached the Colorado River at Yuma. This line was continued to El Paso and completed in 1881. At El Paso it made connections with other eastern roads. Trains over this route began operation in 1883. In ordinances and resolutions contained in the Revised Charter April 1. 1876, we find the following: "Seplember 6, 1872, Southern Pacific Railroad Company granted right of way for tracks along Alameda Street. City reserves the right to cross same with new streets or pass imder the railroad tracks such canals, ditches, etc.. as it may desire. "September 6, 1872, Southern Pacific Railroad Company is granted right of way on Alameda Street, tracks to be located in center of street, residue of street to be used for vehicles, etc., crossings to be kept in repair. "July 26, 1873, Southern Pacific Railroad Company is granted right of way over San Fernando and Mission and Alameda Streets." After the completion of the Southern Pacific Company's line through from San Francisco, the Company took over, as per agreement, the prop- History and Development 81 erties of the Los Angeles and San Pedro Railroad Company, and. having made connections with their track on Alameda Street, operated trains to and from San Pedro. In the first year or two the Southern Pacific Com pany built repair shops near the newly acquired station of the Los Angeles and San Pedro Railroad, where, until the other shops were constructed at the present location, all the locomotive work was done. In 1873 the branch line from Los Angeles to Anaheim was started as per agreement made at the time the City and County donated rights of way. land and money tn the Southern Pacific Company. The construction of this line consumed ])ractically two years, and the first passenger train from the City of Los Angeles to Anaheim was run on January 14. 1875. In July, 1877, the holdings of the Los Angeles and Independence Rail- road Company were purchased by the Southern Pacific Railroad Company. A few months later, after the City had granted a right of way over the Southern Pacific Railroad Company's land on September 27, 1877, the road was extended to First and Alameda, where connections were made with the Southern Pacific Company's main line and trains were run to the old station of the Los Angeles and San Pedro Railroad. A line was also con- structed from Sixteenth and San Pedro to a connection with the Alameda Street line. Later, about 1892 or 1893, this line was removed and a con- nection made with the tracks at what is now Clement Junction. After acquiring the Los Angeles and Independence Railroad, the South- ern Pacific Company proceeded to remove the wharf at Santa Monica since it interfered with business at San Pedro, which threatened competition was in reality the cause of the purchase of the road. The opening of the "Coast Line" by the Southern Pacific progressed very slowly. By 1887 the road was constructed to Santa Barbara, but not until 1901 was the road finally completed, and on March 31st of that year the first train passed over the entire length from San Francisco to Los Angeles. After the Southern Pacific had built a connection from the so-called Santa Monica branch at Sixteenth and San Pedro to Alameda Street at about Fifteenth Street, that portion of the old Los Angeles and Independ- ence Railroad from Sixteenth along San Pedro to Fifth and thence north- easterly to First and Alameda was removed. This was done in about 1889. By the acquisition of the San Gabriel Valley Rapid Transit Company by the Southern Pacific Company in 1894. the latter company secured a right of wav from approximately the station of Shorb, just east of Los Angeles, to Pasadena. The Southern Pacific Company immediately rebuilt the San Gabriel line and operated trains to and from Los Angeles to Pasadena. Within the City of Los Angeles alone the Southern Pacific single track mileage is 75.07 miles of main line and 148.31 miles of other tracks. S2 l-i)S \\i;kii< Ti'i; \ii \ \i. 1 wivS riCA'iiiix Atchison. Topcl(a and Santa Fe Railway Company As a nucleus of the present Atchison, Topeka and Santa Fe Railway Company, a railroad was constructed in 1863 west from Kansas City prac- tically along- the old Santa Fe Trail. It was not until October. 1S80, that a subsidiary organization of the Santa Fe made its appearance in Califiirnia. when the California Southern Railroad Company was chartered. Tlu- lir>t actual conslruclion bet;an in January. ISSl. when a line was constructed from San Diego Bay to Colton via Temecula. This line was plated in operation in 1882 and the following year was constructed to San Bernardino. That portion of this line running through the Temecula Canyon was washed out in the spring of 1884. ;ind in order to reconstruct and also extend the road from San Bernardino to P>arstow arrangements were niade with the Sanla l-"e. In 1885 active constructitm of the extension from San Bernardino, its then terminal, to Barstow, was undertaken and completed on November 9, 1885. when the last spike was driven in Cajon Pass. At Barstow connection was made with the Atlantic and Pacific roatl. then (iwned jointK- 1)\- the Santa I-'e and the St. Louis and .San F^-ancisco Pailroad Company. Completion of this line, together with a trafiic agree- ment with the Southern Pacific from Colton to Los Angeles, allowed the .Santa I'e to inaugurate through train service from Kansas City to Los .\ngclcs. We find that many historians state that this was the direct cause of the ensuing great development in California. The first Santa Fe train entered Los Angeles on November 29. 1883. In 188(>. through a subsidiary company, the Santa Fe started the con- struction (_if a railroad from Los Ang^eles to Santa Monica. This line was only partially built, its western terminus being between Inglewood and Bellona. In 1892 another company was organised and extended the line into Santa Monica. Part of this line was sold in 1892 to the Los Angeles Pacific Railroad Company, now merged into the present Pacific Electric Railwa}' (."ompany. In 1888 annther line was constructed and connected with the Santa Monica road near Inglewood, extending to Redondo Beach. The l)resent Santa Fe still maintains and operates this line from Los Angeles to Rey crosakersficld line over the Tehachapi Pass. Practically all of the present Santa I-'e main line mileage south ni the Tehachapi was constructed during the years 1886 and 1887, aside trom that of the California Southern, which ran from National City to Barstow. Since that time, hnwcxcr. tlic .'^anta l-\- has been very actixe in the con- struction (if service and industrial tracks in T-os .\ngeles and cither ."^nuth- ern California cities. Within the City of Los .\ngeles aUme, the Santa I'e single track mileage is now 14.27 miles "t main line and (>5A4 miles nf nther tracks. Los Angeles and Salt Lal(e Railroad Company This company, which at jiresent operates a railrciad fnun the City of Los Angeles to Salt Lake City. Utah, finished the last section of the mad early in 1905, the first through train entering Los .\ngeles .\pril 17. 190.^. This road had acquired the entire properties nf the Lus .\ngeles Terminal Raihvavs Company, which had been incorpc irateil in 1S<)1. and which had as its nucleus the consolidation of the old Los Angeles i\: (ilendale Railmad Companv and the Los Angeles, Pasadena iK: Glendale Railroad Conqiany. These latter companies, as previously related, had constructed imm Los Angeles to (dendale. a narrow gauge road, and from Los Angeles to Pasadena and Altadena a broad gauge road. .\s soon as the property of the Los Angeles & Glendale Railroad Company was acquired, the Terminal Company reconstructed that line as a broad gauge. These two branches are at jiresent operated as branches of the present company. 84 Los Angeles Ter.mixai. Investriatiox Soon after the incorporation of the Los Angeles Terminal Railway Company, application was made to the City for a concession of land to be devoted to yard uses and railroad terminal facilities. The City Council approved the application of the Terminal Company and granted them sixty (60) acres of land on the cast side of Los Angeles River, being properly a right of way along the river bank through the city. Li addition to this grant, the Company purchased some land within the city and along the east bank of the river at a co.st of $60,000. Included in this purchase was 21 acres at First and Meyers Streets, which, with the land donated by the city, is at present occupied by the Salt Lake, where the Company's passenger station, yard, round house, and shops were constructed in 1891. Until the track was completed to the new station near First Street, the company used the old Los Angeles & Glendale Railroad Company's station at Downey Avenue. For some time after the trains began operating to the new station, the old depot was made a stop, but was finally abandoned. At that time trains to Pasadena were run almost hourly. From First Street, or the new station, the Terminal Company con- tinued building its road to Long Beach, being the first railroad to serve that city, and to East San Pedro, where the Company had acquired what was then called Rattlesnake Lsland (now known as Terminal Island), compris- ing approximately 2,000 acres. This branch line was 22 miles in length and connected directly with the Company's wharves and docks on the waterfront at East San Pedro. The value of these waterfront facilities was greatly increased after the United States Government undertook and im- proved the Los Angeles Harbor and constructed the breakwater. In March, 1901, the San Pedro, Los Angeles and Salt Lake Railroad Company was incorporated and began the construction of a line from Salt Lake City to Los Angeles. Although such a line had been proposed and agitated many times, it was not until this company was organized that the work was tinally carried to conii)letion in 1905. The first passenger train from Salt Lake City via the Salt Lake Route arrived on April 17. 1905, and the road was opened for general railroad traffic May 1, 1905. On August 25, 1916, the San Pedro. Los Angeles and Salt Lake Railroad Company changed its name to the Los Angeles and Salt Lake Railroad Company, under which it is at present operating. In 1905 and 1906, the Salt Lake constructed a track from a connection witli the Southern Pacific Company's track on Alameda Street at Butte Street along the latter street across the Los Angeles River and easterly to the main line from Salt Lake City, a distance of about one and one-half miles. The following year a track was built along what is called "Santa Fe Alley." This is the alleyway one-half a block east of a parallel to Santa Fe Avenue from near Seventh Street to Thirty-seventh Street. Besides these two principal pieces of trackage, the company has constructed quite History and Development 85 a number i>f sjnir and industry tracks to serve industries and handle freight and passenger business. The present single-track mileage within the city limits of Los An- geles uf this company amounts to api)roximatcly 17.85 miles of main line and 4'2.04 miles of other trackage. San Gabriel I'alle]; Rapid Transit Railrea^ Real estate possibilities were the cause of the promotion of the San Gabriel \ alley Rapid Transit Railway, which was constructed from the City of Los Angeles eastward to Monrovia, with a branch line from near the present town of Alhambra to Pasadena. This was a narrow gauge road and was operated almost exclusively for passengers. The road entered the City of Los Angeles over a right of way practically the same as that used at present by the Pacific Electric for its Pasadena Short Line, except that it ran only as far as Anderson and Aliso Streets, on the east side of the Los Angeles River. Here the company constructed a small shed and platform, used as a passenger depot. The San Gabriel Valley Rapid Transit Railway was leased by the Los Angeles Terminal Railway for the term of one year, beginning June 14, 1892. After the expiration of the lease, the San Gabriel Company operated the road during the following year, when it was sold to the Southern Pacific. That company immediately started the construction of a standard guage track on the right of way acquired from the San Gabriel Company as its Pasadena branch. The new branch connected with the company's main line at their present station of Shorb and is at present the Southern Pacific's only steam line into Pasadena. The other tracks of the San Gabriel Company \vere torn up and the remaining portions of the old right of way were later sold to the Pacific Electric, controlled, through stock ownership, by the Southern Pacific. Los Angeles and Clendale Railroad Compan'^ Shortlv after the completion of the Santa Fe into Los Angeles and during the time of the so-called "boom." a railroad was promoted to run from Los Angeles to Glendale. This road was named the Los Angeles and ( iknilale Railroad and was constructed in 1887, as a narrow gauge line from near old Downey Avenue and the east side of the Los Angeles River to Glendale. At the terminus of the road near Downey Avenue, a frame building was constructed and served as a passenger station and ticket ofiice. This company, about four years after completion of this line, was absorbed by the Los Angeles Terminal Railway Company, and the work of widening the roadbed and track was started immediately. Los Angeles. Pasadena and Glendale Railroad Company This company was organized, in 1890. for the purpose of constructing a railroad from Los Angeles to Pasadena. P.eing fostered by the same interests as the Los Angeles and Glendale Railroad Company, the road 86 I-OS AnT.EI.KS TKKMINAr, rNVliSTU^ATIOX was constriK-ied irom the same terminus in the city, the Downey Aveniu' station to Pasadena and north to Altadena. a distance of al)out sixteen miles. This company, with the Los .\ngeles and (ilendale Railroad Company, was consolidated, in 1S91. into the Los Angeles Terminal Com])any. Los Angeles and Independence Railrocid Thmngh the construction of a wharf at Santa Monica, in 187.T. and the development of the city, it was thought Santa Monica would become part of Los .Vngeles and a great shiiijjing point on the Pacific Coast. At ahout tliis tiuK- a supi)ose(lly great mining district in Inyo Count)-, about 250 miles northeast of Los Angeles, was being developed and a few Los Angeles men decided to build a railroad from Santa Monica to this dis- trict. The com])any. known as the Los Angeles and Lidepentlence Rail- road, was chartered January 4. 1S7.^. and construction began immediately. By December, of the same year, the tracks had been laid as far as Los .■\ngeles. a distance of approximately sixteen miles, and terminated at San Pedro and Fifth .'streets. The line east from Los Angeles was never built. For about two vears this road n at First Street, just east of the Los Angeles Ri\er. This structure is at i)re-;ent used for the same ])ur])ose by the Los Angeles and Salt Lake Railroad Company. Previous to the construction of this station, the business oftices of the Los Angeles Terminal RaiKvav Company were maintained in the I'urdick Building Init. upnii cumpletimi of the depot, were moved to the new structure. It was not long after the new station was occupied that the old depot at Downey Avenue was abandoned. In 1905, the Salt Lake erected an umbrella shed and platform at Seventh Street, on the east bank of the Los Angeles River. Only local trains, operating between Los Angeles and San Pedro, stop at this point. Los Angei.ks Terminm. Invkstic.atiox Callfuniia ItAilruad Conmiis^icii l-.ngiiifviiiig Dcpt, FIG. 10. MAP OF RAIL EIMTUASICES AND EXTKiVT t. A.ltiiirci from iimii liy \m< \nm'\vs fliy KnuiiKTr FIG. II. K\ILHO.\l> MAI" OK 1.0S AN<;Kl.i;S IJISTRKT The steam roads enter the cltv from the north, nurtheast. aiul southeast. .Votite how parallel linefto Pa.Jdena. in the vicinity of Vernon, and In Los Angeles Increase the .liffioultles of grade crossine elimination. 94 Los ANt;Ei.i:s Tkk.mixai. I.w kstication Soulherti Pacific Routes Fig. 11 shows the steam and electric roads in the Los Angeles district. The Coast and \'alley Routes of the Southern Pacific con- necting Los Angeles with San l-'rancisco and the Sacramento and San Joaquin \'al]eys. unite at Burhank and follow the left bank of the Los .\ngeles River to the Arroyo Seto. Here, the line crosses to the right bank, branching out into the freight yards. The passenger line continues under \ortIi Broadway Bridge and. leaving the river, proceeds along Spring and Alameda Streets to the passenger station at Fifth Street. The "Sunset" or El Paso Route enters the city along Alhambra Avenue, joining the tracks on Alameda Street. Local lines run south from the station along Alameda Street, terminating, one at San Pedro, and the other at Santa Ana. Santa he Routes The main line of the .\tchison. Topeka & ."^anta Fe Railway fr.oj mo iam MaiJ»H .'ji .uii # 06 Los Angf.i.es Ti-RMiXAi. Investigation Railroad Mileage in Los Angeles The present e(|iiivaleiit siiigle-lrack mileage of the railroads within the city limits of Los Angeles may he summarized as follnws: TRACK MILEAGE IN THE CITY OF LOS ANGELES Miles — S'ngle Track Main Other All Steam Roads Line Tracks Tracks Soulhern Pacific 75.07 148.31 233.38 Santa Fe 14.27 65.44 79.71 Salt Lake 17.85 42.04 59.89 Total 107.19 255.79 362.98 Electric Roads Pacific Electric Owned 200.43 28.62 229.05 Leased from S. P 14.62 9.43 24.05 Leased from City of Los Angeles 6.74 5.98 12.72 221.79 44.03 265.82 Los .'Angeles Railway 318.95 17,56 336.51 Total 540.74 61.59 602.33 All Roads ( '.rand Total 647.93 317.38 965.31 Valuation of Steam Railroad Property in Los Angeles An appraisal of steam carrier propertips definitely allocated within the wide boundaries of Los Angeles would be, m itself, a stupendous task. We will, however, attempt to make an estimate of the railroad investment. In connection with the nation-wide valuation of carrier properties made by the Interstate Ctjmmerce Commission, both the companies and the Inter- state Commerce Commission have inade estimates of reproduction cost The estimates are made u]) by sections, and it so happens that a combination of these sections on the three roads will cover about all carrier propertv in the industrial district. The total cost so estimated is, appmximately, $40,000,000 for the operative ])roperties, exclusive of rolling stock of the Southern Pacific, Santa Fe and Salt Lake. Pre-war unit costs of material and labor are used in the detail figures making uj) this total. This figure of $40,000,000 is made up partly, of carrier estimates, partly of Interstate Commerce estimates and jiartlv of our own estimate. I he detail cannot he maile |iublic, as Sduie of the underlying data was sub- mitted confidentially, and all is tentative and subject to review and revision Relation of the Business District to the Topography '1 he business and industrial district of Los Angeles lies in the broad valley of the Los Angeles River, between the blufl's called "Boyle Heights," along the east or left bank, and the ridge immediately west of Hill Street. The four main streets of Los Angele.s— Main, Spring, Rroadvvay and Hill— -are parallel with this ridge from First Street to Sixth Street. North of First History and Dicxicloi'mknt 97 Strt-ct, as far as Sunset Boulevard, the high t;roun(l extends east as far as Main Street. Twu tunnels have been built cunnectin},'^ llill Street and Sunset Boule\ard and there are traffic tunnels at Third Street and at Broad- way. A new traffic tunnel is projected for Second Street. The center of the old town was at the Plaza, near the intersection of Main and Sunset Boulevard. From this point, Sunset Boulevard passes through a gap in the range of hills west of the river valley. From the Plaza, the streets radiate in all directions. 'i^he present business center is at about Fifth and Spring Streets and the highest realty values are at Seventh Street and Broadway, the center of the shopping district. There has been a progressive movement nf the business center southwestward. From Main Street, at the Plaza, it has foUijwed the more level ground west of Hill Street to Seventh Street and now seems to be moving westerly, skirting the southerly end of the ridge west of Hill Street. This shifting of the business and shopping district is, however, by no means the result of topographical and other natural con- ditions alnne; factors connected with real estate operations have had an equal ur, i)erhaps, greater eifect in determining the direction (if the growth of the city. Particular attention is called to the fact that the direction of the four main streets diverges more than 45° from the direction of the Los Angeles Rix'er, south of First Street. This results in the fact that the farther south the luain streets are followed, the farther the location from the Los Angeles River and the natural channel of the steam railroads. Main Street, if it were continued straight, would be in line with the Arroyo Seco and would pass through Pasadena. The main travel is north and south. From First Street to Sixth Street, the cross streets are narrow, being only sixty feet wide. Seventh Street is the principal cross street of the city. West of Central Avenue and east of Los Angeles Street, the district is becoming less and less industrial. It has residential and small store occupancy. Alameda Street is the main artery of the industrial district and has replaced T,os Angeles Street in this respect. CHAPTER IV. OUTLINE Los Angeles Railway Present Conditions Reruuting Pacific Electric System ami Rapid Transit Plans Present Conditions Recommendations in Arnold Report Causes of Lack of Growth The Ultimate Rapid Transit System The First Subways Subway West from Hill Street Station Connection of Suljway West of Hill Street with Main Street Station Elevated Line Eastward from Main Street Station Transportation Between Los Angeles and Pasadena Legal Matters Recommendations CHAPTER IV ELECTRIC TRANSPORTATION Of the two electric tianspurtation systems operating within the geographical limits of this report, the Pacific Electric is by far the most important for the purposes of this investigation. The Los Angeles Railway operates principally within the city limits and is only slightly affected by our recommendations. For these reasons it will be considered first. LOS ANGELES RAILWAY The Los Angeles Railway is a narrow (3 ft. 6 in.) gauge street railway with approximately 390 miles of track and operating about 880 ])assenger cars. This road is strictly a passenger road and handles no freight. The railway operating revenue for 1918 was $6,577,638.52, and during that year 130.538,704' regular fare passengers were carried. Present Conditions An analysis of the local street railway system of Los Angeles is not within the scope of this report except as to the question of adequate street car ser\ice to the several sites proposed for a union station, or to the exteiit that the plans proposed will alter existing routes. It is obvious that, other things being equal, that site is most desirable which will serve the maximum number of pcdple without a transfer, and that a location convenient to existing lines will not require the construction and maintenance of special or accommodation lines. The Los Angeles Railway has put into effect the through route prin- ciple and universal transfers as applied to its own system but does not exchange transfers with the Pacific Electric Railway, although this would prove of advantage to the city. Calirornla Itatlnid CoiiiiiilsHloti KtiBtiictTliiK l>i'i>t KIG. 13. STUKKT C'AH I'M.OU IN III SIM-:<«!< HrjiTUKT III Ul\<; i:\ K.MMi lU Ml llol H» The relative wldlli of lines .show the volume of street car trattic from five to six P. M. The numbers indicate the cars per hour. Notice that the main inivel is north and south and that tlie limit of capacitv is alreadv reached at the .Ninth Main Street "tiiroat near the Pla/.a. Eij-A TKic Tka.vspiikiatidx 101 Fig-. 13 shows the local and intcrurban street car movements during^ the rush hour from 3:00 to 6:00 P. M. in the central district. It will be noted that here the main travel nf Lus .\nL;eles is northeast and south- west, that is, lengthwise of the river valley. Attention is called to the large volume of traffic passing- through the "throat" on North Main Street between 'rem])le Street and Sunset I'.oulevard, and Xn the large amount which turns at Seventh Street and Broadway. The use of a lesser headway than 30 seconds would result in such a low schedule speed as to be impracticable, so that 120 cars per hour per track is about the limit of capacity. The maximum number ? z ° t 5 2S '/I 2 =) a: 5 u n? - 3 u < LJ <-) W Z or O X < O CO Hz<5 u - U > § in O < o o ^ In < ^ ° V o jL n si (0 sL ^ m 3 Z 1 t o a: tt cc UJ u LJ Z bf ^ < w u «rt u y 9 ? ? _j a. Q. in DC Z Z I;! o < ? s 2 2 ■* J- 2 5C — 7 ui " K g r ° t- ° 5' « i^ z O Jl o s irt ,-0 o O - ^ > " g " X > ■" ■* ■" " !^ £ ul 2 u g □ u C S Z u >T " < 4 *" 2 " * vn >n o m o K J U) S Q ^ "t < 4 > O UJ '^ * u_ r u. Electric Transportation 103 Fig. 14 has been drawn out to show the advantage of building a street car subway below the present Broadway tunnel. This sub- way, a cross-section of which is shown on Fig \2'K can be built at considerably less ost than a separate bore and will not disarrange the normal position of street traffic. It will provide two outlets- Broadway and Main Street— to the north instead of one— Main Street— and will permit direct routing of the Broadway cars to North Broadway. As Spring Street and Broadway combine with Main Street at Ninth Street and near Tenth Street respectively, it is relatively immaterial which streets are used between First and Tenth Streets. The volume of traffic on each will be maintained as at present. Incidentally it may be noted that additional outlets to the south will be as necessary as at the north end of the city. One will be provided by the proposed e-xtension of Broadway. By this arrangement, it is seen that practically all of the curves at First Street will be eliminated. Upon the completion of the jimjected Second Street tunnel, it is desir- able that tlie car line operated thniugh it should continue as a cross-town line. Fig. 15 shows the individual routes now in use. Nearly one-half of the cars of the Grand Avenue line now operating on Broadway, return to North Broadway after passing through the North Main Street throat. Fig. 16 shows how routes have been rearranged so as to give the least car interference and to provide as direct routing as pos- sible. The number of cars at present operating through the throat at North Main Street have been divided equally between the two throats of the new plan. However, additional cars have been added to the North Main Street throat from Temple Street. The reduction in the number of cars on North Main Street makes it possible to e.xtend the Temple Street line to a stub terminal on North Spring Street, thus giving the district served by that line and the Sunset Boulevard district of the Pacific Electric more direct service to the union station, if located at the Plaza. A part of the Grand Avenue line will continue to operate on North Spring and North Main Streets, as at present. The Griffith and Griffin line will re- main unchanged, thus giving service from the station to North Broadway. All other lines at present operating on North Broadway will be rerouted to Broadway and through the proposed sub-tunnel. The diversion to Spring Street of those Grand Avenue caps which now operate on North Spring and North Main Street w'ill reduce the number of cars turning at Seventh Street and Broadway. The maximum number of f-os Angeles Railway cars north of Second Street and the number resulting from the suggested changes in route are as follows : I CCNTRAt. , I PARK I -ir------* PACIFIC tLCCTRlC 2|, IlC STRttT »ii CCPOT ^[1 □ Mlut MILU ' »T II HOTEL □ .1 21 hotclQI I BUOADWAV ' ' ** >^ >Aeir>c I l' C(.ecTAtC f |{ A)*« •T otKrr I I' ' _1 A MAIN -J. — _^--l 1 A' I S' ia4.AN6tl.EiJ.iLL_j!__ h--> _ 5j:»_*!'3i-'*-^--- "» »- MAIN ftT OO lA- OO •• (•.©(TTK B»OA0'«MA*) DO S»- M e« (nowtm »MiM«) DO B- lAGi.t «OC1 K*LL£Y A»*0 MAWIMORNt DO «- TEMPLE 6"T oe *■ *t»T »tm AMD »noonLTN *vt DO ■• eA>Pr>TM AMD AHirflW rieuRCA iKOiCATt CARS r«o*« i-rotp- SCALE. IHFCET PLAT SHOWING EXISTING L A RY CAR ROUTES IN VICINITY OF PLAZA LOS ANGELES California lUllroad Commission Engineering Dept. FIG. 15. KXISTI.\G STKKKT (AK R(U TKS- M.AZA DISTRICT Notice the turns at First Street and at Sunset Boulevard and how three of the main streets have but one *«) DO l«- OO BB (MO«TM»A.».J DO > - MAIM »T OO lA- DO OO (MO«TM DdDAO-AV) OO )■■ DO DO fNOWTH tMIHttJ «■ W«»T jt^f inBOH • (AOll • DC" -A1.1.CV AMD -A-r7 OO • - Tl*.» >.« »t ' -<»T »TM AKO DMOOHLVf* i • - ftHirr riftwOCft INOKATI CAWft 'KOM 6 TO «* PLAT SHOWING REROUTING OF LA RY CARS NEAR PLAZA UTILIZING RECONSTRUCTED BROADVVAY TUNNEL LOS ANGELES SCALE IN FCCT CASE 970 APR 1911 MO H-ll rulirornlu Uullrtiatl ruinriikNlnn KiiBlnfiTliiK I)v|)i. KKi. Hi. KKItOI 'ri.\!•• STUKIST fAHS — 1»I,A/.A niSTHKT By means of a subway b^: w the existing Broadway tunnel it will lie possililc lo n arrange tlie routes as shown. Notire that the change in volume of traffic on Broadway, Spring and Main Streets, south of Fir.^t Street, is slight, hut Uiat the routes have tieen siinplKled. The !ar Interference has been greatly reduced bv providing the additional ■throat." Ki.iXTiuc Tkansi'oktamon 103 PRESENT AND PROPOSED NUMBER OF LOS ANGELES RAILWAY CARS IN BROADWAY, SPRING AND MAIN STREETS NORTH OF SECOND ST. Broadway Spring Main North South Total North South Total North South Total Present ... 56 69 125 50 50 100 38 47 85 Proposed . 58 69 127 48 51 99 38 46 84 SUGGESTED ROUTES NORTH FOR LOS ANGELES RAILWAY LINES ON BROADWAY, SPRING AND MAIN STREETS Mark No. of Cars on North- South- Plans Line bound bound Present Route New Route Boyle Heights and Broadway to First Main St. to First West Seventh St. 29 Grand Avenue and 1 2A North Broadway.. 12 2B Grand Avenue and North Spring St.. 2C Grand Avenue and North Main St. . . 12 3A Main Street and North Broadway.. 20 3B Main Street and North Spring St. . 9 4 West Jefferson St... 24 Eagle Rock Valley & Hawthorne 9 Temple Street .... 14 W' e s t Ninth and Brooklyn 17 Griffith ,ind Griffin.. 9 35 16 15 14 Broadway to First St. Broadway to First, t o Spring, t o Main, to Sunset, to North Broad- way Broadway to First, t o Spring, t o Main, to Sunset, to North Spring terminus Broadway to First, t o Spring, t o North Main Main St. St. Broadway via Subway to North Broad- way Spring to Main, to Sunset, to North Spring terminus Spring Main to North Main to Sunset, to Broadway via sub- 27 North Broadway Main to Sunset, to 9 North Spring terminus w'ay to North Broadway Spring to Main, to Sunset, to North Spring terminus 24 .Spring to Main, to I'nchanged Sunset, to North Spring terminus Spring to Main, to Broadway via sub- way to North Broadwav Sunset, to North Broadway Temple to Broad- wav terminus Spring to Main, to 17 Macy 11 Main to Sunset, to North Broadwav Temple to Main, to Sunset, to North Spring terminus Broadway via tun- nel to Macy St. viaduct Main to Sunset, to North Spring, to .Mpinc. to North Broadwav 106 Los Ant.i-.i.ks Tkkminai. Investigation It should be noted that the entire Los Angeles Railway operating and financial situation is at this time the subject of a special study by this department. Matters are there considered that have no immediate bearing on the subject of this report, but the recommendations here made will be kept in mind when suggestions are made in the other report on the Los .Vngeles Railway problem. PACIFIC ELECTRIC SYSTEM AND RAPID TRANSIT PLANS The Pacific Electric Railway is a standard gauge electric road giving both interurban and local passenger service and with a considerable freight traffic. This road operates about 1100 miles of track and is one of the largest — if not the largest — electric railway systems in the world from the point of view of mileage. The company serves a population of about one million in over fifty incorporated cities and towns located in four ditYerent counties. In 1918, about 68,000,000 passengers were carried, divided about equally between interurban and local or five-cent fare passengers. The passenger revenue was $7,500,000, and the freight revenue $2,350,000, or roughly one- third of the passenger revenue. The figures are especially noteworthy as indicating the importance of the freight business, both as a source of revenue and as an unusually prominent part of an electric road's business. The Southern Pacific Company controls, through stock ownership, the Pacific Electric Railway and directs its policies. The Pacific Electric has a considerable interest in the Los Angeles Union Terminal Company, as discussed in another chapter. Present Conditions The City of Los Angeles is fortunate in having this system of electric interurban lines which has contributed so largely to its growth and develop- ment. A due appreciation of the importance of the Pacific Electric system may be had when it is stated that in 1917 this road carried 65,000,000 passen- gers, while in the same year the steam roads of the entire State of California carried only 39,000,000. California Railroad Commission Engineering Dept. FIG. 17. PASSK\«KR TRAFFIC FLOW DIAGRAtl The wicitli of haiul represents tlie number of Internrban passengers oarvieil by the Pacilic Klectrlc Rail- way in both (lireetions during the vear 1917. Observe that the combined traffic from the Hill Street station is greater than that of the Long Beach Line, showing the practicability of through routing. !(1S Ancici.ks Terminal l.wiiSTR.ATiox Recommendations in Arnold Report Mr. Arnold, in his rei)ort* to the City of Los Angeles on the local transportation problem, after drawing attention to the broad constructive policy followed by the management producing the network of electric lines which bind together the ditterent communities of the district, draws atten- tion to the important part played by the Pacific Electric in the prosi)erity of this entire- section and advises that the continual growth ..I this inter- urban system should not be hampered. He stated that there were promising possibilities in the use of an elevated structure or sul)way running from the rear of the present terminal building back to and across the river, with a connection in the vicinity of the Southern Pacific .Xrcade Depot to the four tracks of the southern division running to Long Reach. San Pedro, Santa Ana. etc.. and, after crossing the river, the extension should connect with the northern division which serves Pasadena. Alhambra and other foothill communities. This is virtually the same plan as submitted by the Pacific Electric in conjunction with the Southern Pacific-Salt Lake jilan for the use of the former's depot as a joint station for the two roads. Mr. .Arnold further advises that the Pacific Electric should be encour- aged to work out plans to provide for this permanent way and. at the same time, to make public the plans for the tunnel connection running northwest from tlie Hill Street station more or less parallel to Sixth Street. He recom- mends the connection of the Hill Street station with the Main Street station by means of a subway which, however, should be carefully located so as not to interfere w ith a longitudinal subway which may eventually be located on Broadway. Spring or Main Streets. In this connection it should be noted that Mr. .Xrnold counseled very generous franchise grants by the C"ity as at least a i>artial contribution on the City's part compared with the amount of money to be expended by the Pacific Electric. The franchise (!ucstirescnt cars nr linos cjf ilu- Pacific IClectric doing only local busi- ness remain cm the snrface nl' the streets — and this is the proper place for them — we believe something could be accomplished in the way of through routing for interurban cars. This must go hand in hand with the discard of the terminal idea and the adoption of the "district stop" plan. It so hap- pens that the number of passengers now carried along Main and San Pedro Streets when added to those now carried along Hill Street north of the Hill Street station ap])roximately equals the number of ])assengers carried out Seventh Street plus those on Hill Street south of the Hill Street station. If the number of passengers is appru.ximately the same, the number of cars should also be about the same, and this is the factor which has probably the greatest effect on the possilnlity of through routing. ^\'hethcr or not this possibility of through routing and the evident approximate balance of the traffic were known to Mr. Arnold, \^■e are not advised, but in an}" e\ent he has stated as follows: "Such a terminal (referring to an elongated sub-surface terminal) would collect the electric interurban lines of the west and northwest at a point near the original Plaza and the interurban lines entering the City from the south, the west and the southwest at a center located in the vicinity of Pico and Main Streets." Causes of Lack of Growth Normal development of the system has to some extent Iieen retarrled by several causes : T. The increase in interference due to grade crossings. 2. The increase in interference due to street traftic. 3. The increase in automobile competition, public and private. 4. The reduction in capital expenditures and the increase in expenses on account of the war. The subject of grade crossing elimination is taken up in Part II. Interference due to street traftic can, of course, be prevented only by taking the high speed lines off the streets. The local, or street, cars can continue to use the present routes. With improvement in equipment and speed and especially in distribution, the electric lines should not suft"er in the future to the same extent as they have in the past from automobile competition. The Ultimate Rapid Transit System In the development of any i)lan. the ultimate system must be kept in mind (if it can be foreseen) in order that it will not be necessary to undo later on what is first attempted. The solution of the interurban terminal should come before the transcontinental. In other words, a union passenger terminal should be located to secure the most efficient distribution of passengers. In the development of a rajiid transit system, certain general principles must be applied. UO Los Anc.ki.ks Tkkminai. Lwksticatiox 1. For rapid transit lines serving the commuter district, an elongated ter- minal is better than a stub terminal because passengers are not left at a single point but are distributed. Such a terminal would be especially valuable in Los Angeles because of the long and comparatively narrow business district. For hauls beyond the commuter zone, stub terminals are preferable but they should be adjacent to the distributing lines. 2. Through routes are better than loops for rapid transit lines because they rci|uire less time and less car mileage. 3. There should be at least four entrances or trunk lines to the city for the interurban system. The ones opposite should be connected so as to secure through routing. 4. There should be a transfer point where these lines cross. 5. The subway should be for interurban lines only. The subway stations are three or four blocks apart and at these points transfers can be issued to tlie local cars, which will continue to operate as at present. 6. From an operating standpoint, a balanced traffic is desirable. 7. Coach yards will be required for the long liaul lines. 8. There should be no grade crossings in subways, not even at junctions. 9. A universal transfer system is desirable if it tends to bring about: a — elimination of duplicate service, 1) — better distribution of passengers, c — uniform fares, d — a better satisfied public. 10. Elevated lines are undesirable in commercial, hotel, retail and residence sections on account of noise, unsightliness, extra climb, detours and the shutting off of light. These factors are of less importance in an industrial or wholesale district. 11. The justification for a subway is sometimes based upon the density of population along the route, hut there are other factors which are of importance: a. Greater safety. b. Greater speed. c. Greater regularity. d. Greater capacity. 12. Open cut construction is less objectionable than elevated through resi- dential districts, is less expensive than subways and simplifies the separation of grades. 13. In developing plans for a rapid transit system, the possibility of ultiiuate electrification of the steam lines should be kept in mind. Some of the advantages of such electrification are conservation of fuel oil, reduc- tion of noise and smoke and fire risk, and superior tractive qualities. PAtrx PL A sSi, irtr OPCrt Cur Fcijir rx^ctO ElCVAJCO fOi/K IKACmS TuhKl ''OCT TmACmS SoBWAt POvK r*4CMd LOCAL i-iwrs tfOUBLe TWAC'i Pirexfiirii<>\ \i. rnvNMi' i' v< ii.i i'ii;> This plan is reproduced from the Arnold report issued in 1911 and is tl.u most iinpurtant exi.ll.il n. it. It shows Mr. Arnolds suggestions for improvement in transportation and should bo compared wltli !• »,. 1J4. 112 Los Anoei.ks Ti;kmixai. l.w i:stu;ation SATELLITE MAP-LOS ANCELES DISTRICT DIAGRAM or RAPID TRANSIT LINES I COnPILCD BT CCORCC A. OAnON Ellllbit Ni». :i (.'ity riaiiiiing Assucialiun FIG. 19. DIAGRAM OF KAPID TRANSIT MNES This map was presented to show how all subcenters in the Metropolitan area would be reached from two main truck lines with a common transfer point at their intersection. Through routes with a balanced traffic are advocated Fig. 18, in which these principles are applied, is repruduced from the Arnold report and is unciuestionalily the most important exhil)it in that work. It merits careful study. Fig. 19 is Exhihit No. 2 of the City Planning Association. It is diagrammatic and shows how the through route principle can be applied in Los Angeles. The four central rays, as interjjreted and applied by us, are the Tunnel west of Hill Street, the Elevated east of Main Street, the Subway in Main Street, and the (")pen Cut in the territory south of the business center. The First Suhrva^s Main, S])ring, Broadway and Hill Streets are the ])rinci])al north and south streets in the present business district of Los Angeles. This district is a long and comparatively narrow belt of territory. Therefore, the first subway should be in one of these streets. The principal travel is along them. On the other hand, if the first subway were to be built on the other axis, there would be a tendency for the business district to elongate in that direction and there would be a consequent depreciation of values along the present axis of growth. For the first subway. Main Street has several advantages over the streets parallel with it : Electric Traxsportation 113 1. It bisects a broader belt of business territory than would streets west of it, and the distance to Hill Street would be no greater than half the distance between stations. 2. Main Street is a through street. 3. There are few^er underground obstructions in Main Street than in either Spring Street or Broadway. 4. The present Pacific Electric terminal is at Sixth and Main Streets. Ultimately, the Pacific Electric northern division lines might be con- tinued south on Main Street to connect possibly with the Santa Monica Short Line and the Redondo line electrified. As a first step, however, it might be sufficient to terminate the northern lines at Sixth and Main Streets with a temporary loop. Subrva^) West from Hill Street Station "Several years ago a tunnel enterprise was proposed to take care of the tratific to Santa Monica and vicinity, but the financial depression caused a delay in pushing the undertaking. The growth of the Hollywood dis- trict, the opening up of the San Fernando \'alley and the extension of the electric lines into this district through the Cahuenga Pass would seem to be additional reasons for the construction of this double track outlet through the hills west of the business center." (Quoted from B. J. Arnold report.) As noted before, the "Hill Street subway" was undertaken some five or six years before the date of the Arnold report. This is a local name for a proposed subway or tunnel west from the Pacific Electric Hill Street Station to Vermont Avenue and thence by elevated or surface railway to \'ineyard. The sum of $1.-^90.000. exclusive of taxes, engineering and interest, was expended toward the acquisition of right of way and sub- surface rights for this line. This project is desirable as it will retnove the express service from the streets and will result in a saving of both time and distance. Furthermore, it will pave the way for a connection with the station at Sixth and Main Streets. Connection of Suhiva\) West of Hill Street ivith Main Street Station This connection is very desirable, in order to secure through-routing. The stub terminals can still be used for the long haul business. It would be inijjracticable and undesirable to extend the present elevated west of its present terminus, but it could still be used for the stub terminal. As the north and south subway in Main Street would be built first, it would be nearest to the curface. while the east and west subway would be in Sixth Street and would pass beneath the other. There would be an underground transfer station at Sixth and Main Streets where the subway lines would cross. The subway could continue west to Pershing Square and continue diagonally across the square to Olive Street, where it could enter the hill far enough below private property to entail nominal damages only, and 114 Los Angeles Terminal Invicstigatiox could join ihe proposed right ut way west of the Hill Street station. The station would be used for the stub terminal business. The damage to the park would be small and temporary. J L J L rOHOU.v\«OOD ASANTAHOMC* n r Plan for thru ROUTING Of RAPID TRANSIT SUBWAY UNCS California Rallrnad Commission Engineering I>epl. FIG. 20. STVDY SHOWING RAPID TH ANSIT SlIBWAY KOUTES Tlie Main street and Hill Street .stations can be combined and through routing ob- tainetl by a subway beneath Pershing Square. Temporarily the Main Street line can terminate at the Sixth Street station using the "Loop." I'^ig. 20 has been drawn to show the practicability nf the alignment and grades. ()ne of the advantages of the plan is that it w.iuld nut neces- sitate the acquisition of e.\])ensive central property. Eastward from Main .Street station it will be possible to connect the subway with an elevated 1)\- means of an incline from under Wall Street up ()\er San Pedro Street. It will be necessary to close San Julian Street and tci regrade Wall Street between .Sixth and .Seventh treets. The resulting damage to property will doubtless be less than the extra cost of extending the subway east to Alameda Street — the first point where the transition to elevated could be made without closing streets. The grade of the in- cline would be .S per cent, but this rate is equalled for short inclines in the Boston subways. The possibility for a balanced traffic for through routes, or the use of "lap" system (in which cars run through the business district before turning back) is indicated on Fig. 17, page 107. Ei.iXTKic Traxsportatiox 115 Elevated Line Eastward from Main Street Station The present Pacific Electric plan in the City of Los Angeles is the "one-station plan." Tlie construction of an elevated roadway easterly from the present Main Street station connecting with the southbound tracks of its southern division and the tracks of its easterly division leading to Pasadena. Aihambra, San Bernardino, etc., is a further development of this plan. Unfcirtunatcly. the construction nf this elevated roadway would possibly, and prMhably, interfere with the development of a plan whereby interurban trains would be run north through the business district with stops ap- proximately four blocks apart. The northern and eastern divisions would furnish much better dis- tributifin by entering the business district at the north. The matter of distribution is of less moment for the long haul lines than for the lines serving the commuter district, but it is to the interest of the merchants of Los Angeles that the commuting radius be increased tu the fullest ex- tent. One hour is considered about the limit of commuting. Although the elevated route across the river would cost less than the route utilizing a subwa_\- in Main Street, the distance would be eight-tenths of a mile longer, and hence it would shorten the commuting radius by that distance. The construction of the elevated would probably fill the need for rapid transit to such an extent as to delay the construction of the north and south subway. Transportation between Los Angeles and Pasadena Outside the City of Los .\ngeles the electric interurban traffic question affects this report particularly in relation to rapid transit between Los An- geles and Pasadena. .\ movement has recently assumed large i>rop(irtiijns in the City of Pasadena looking towards the early development of a better rapid transit system between that City and Los Angeles. A municipal rail- way between the two cities was ])ropnsed b\' the Pasadena City Cummission Years ago a bicycle pathway between Los .\ngeles and Pasadena was pro- posed, and a considerable portion of a private right of way was acquired. 55.000 was piid for an option on this right of way and an ordinance was passed calling for an election in Pasadena for the issuance of bonds to acquire all of the necessar\- right of way. An ap])raisal of all of the necessarv right of way for the entire line with certain portions of the route in alternative shows an estimated cost of $700,000. Detailed estimates and surveys were not, as far as we know, ever made. Piut among the plans considered by the City Commission was one under which the City would provide the right of way and roadway complete with tracks and ready for operation and lease this ])roperty to an operating company under conditions somewhat similar to the contracts in effect on the later New York subway and elevated lines. During the period of the war and while the Capital (> I'ASAUKNA This is one of the plans for a direct route between Pasadena and Los Angeles by way of the Arroyo Seen. It is about one mile shorter than the Pasadena short line. We have reconinieiuied that the proposed right of way of tlie Santa Fe be used jointly for the steam and electric roads, (Chapter IX). Er.ECTRIC TKAXSi'llkTATION 117 L'sues Ccimmittee Icioked with disfavor on any capital expenditures not abso- lutely necessary, this project was not advanced. It was not necessary, in this report, to pass on the question of the neces- sity and desirability of the development of new electric interurban transpor- tation facilities between Los Angeles and Pasadena along the lines suggested for the "Municii)al Railway." Rut it is certain, in our opinion, that the very heavy expenditures lor the new rights of way are unreasonable from every ])oint of view if there can be made available existing rights of way giving the same results as far as rapid transit is in question. Such rights of way are now available. The jiroject of the Municipal Railway, if it is revived, should be combined with the cpiestion of the elimination of grade crossings on the Santa Fe and the Salt Lake lines and the construction should be such that all tracks for both steam and electric lines are on one right of wav and that the roadbed is of sufficient width. There are at ]iresent four lines of railroad between Los Angeles and Pasadena : 1. The Santa Fe, over which no local trains are operated. 2. The Salt Lake, over which, at present, diirinR the period of Federal con- trol four trains are operated daily. 3. The Pasadena shortline of the Pacific Electric, over which ninety trains are operated daily, and 4. The Pasadena Avenue line of the Pacific Electric, over which local service is given. We believe that the people of Los Angeles and Pasadena will best be served by one high-speed electric line with ])ossibly four tracks (local cars on outside tracks; express trains in iinier tracks). I'lxpress trains should be through trains and should not make more than, say, one stop between Los Angeles and Pasadena. This line should follow a shorter route than the present shortline on the Pasadena Avenue line and it should be altogether free from grade crossings. It shinild be constructed along the drainage of the Arroyo Seco since this line furnishes the most direct route over which it is feasible to build an economical road. Then, if it becomes necessary to main- tain service between Pasadena and Los Angeles on the steam lines of the Salt Lake and the Santa Fe, even if the steam passenger trains are through trains, these two roads should occupy the same right of way as the electric lines, and there would then result a six-track line. The proposed re-location of the Santa Fe, which will be discussed hereafter (Chapter IX) will provide the possibility for such a right of way. Legal Matters It is stated in the charter that "no franchise for an elevated structure or subwav shall be granted in or along any street or way in a longitudinal direction." It is not clear that the City could lease its own subways to an operating coni])anv as is done in New York. It would seem that the char- ter restrictions are rather severe in that they will tend to prevent or delay the building of adequate rapid transit terininal facilities and thus retard the lis Los AxGliLliS TiiRMINAI. IWestigatiox natural growth of the City. For this reason, it is recommended that these restrictions should l)e modified by a charter amendment. Recommendations We recommend that the Los Angeles Railway cars be re-ronted to avoid car congestion near the site of the Plaza terminal by the construction of a sub-tunnel under the present Broadway tunnel and the re-routing as sug- gested above in detail. This recommendation is made with the provision that it will I)e in harniniiy and corresjjond with more far-reaching recom- mendations that will be j)roposed in the reccjmmendations in Los Angeles Railway Application (Aj)pl. 4238) decision by the Commission. With reference to the Pacific Electric, we recommend the construction of a subway from the present Pacific h^ectric station at Sixth and Main Streets northerly along Main .Street to. and under, the Plaza union station. changing to an elevated railwa}' along Ramirez .Street and meeting the present line at the .\liso Street Bridge. From here, this line would continue as an elevated railway to Brooklvn where the present tracks would be met. We also recommend that the Pacific I'~lectric continue the present elevated structure at the rear of its Main Street station, elevating the Long Beach line to Fourteenth Street. This elevated railway should be so designed that later connection can be made with a subway in Sixth Street. The transit from elevated to subway is to be made from San Pedro to Wall Street. I'urther development of the electric interurban rapid transit in the more distant future should follow, generally, the lines laid down in the Arnold re])ort and in this chapter. b'nrtlier recommendations for the Pacific Electric Railway in connection with rapid transit and the unification of railways between f.os Angeles and Pa.sadena and the elimination of grade crossings in this district will be found in Chapter IX. PART II— THE ELIMINATION OF GRADE CROSSINGS Chapter V — Grade Crossing Elimination in General. Chapter VI — Depression of Tracks tor Elimination of (}rade Crossings at the Los Angeles River. Chapter VII — Present and Proposed Bridges Over the Los Ange- les River. Chapter VIII — Alameda Street Grade Crossings. Chapter IX — Elimination of Other Crossings at Grade. CHAPTER V. OUTLINE Scope of Inquiry Complaints District in Which Crade Crossing Elimination Is To Be Considered Plans Proposed for (irade Crossing Eliminatiim Necessity and Advisability of Eliminatidii Street Traftic in Ceneral CHAPTI'.R \- GRADK CROSSINC l-:i.l M I XA'IK )N IN (IKNERAL SCOPE OF INQUIRY Before takin;^- up in iK-t.iil llu- \ariims ])laiis presented fur llu- anielic iration of the srade crossing situaticu. it appears a.ihisalile to re\ie\v the formal complaints to the Commission, which led to this in\estii;ation, and give consideration to the district in which special studies are necessary. Complaints cf Applicants In Decision No. 3805, decided October 21. 1916, the Commission reviewed in brief the complaints in these consolidated Cases. Nos. 970, '^71. 972, 974, 980, 981 and 983. Referring to this decision, it will he noted that in Case 970 the Com- mission is asked : "....to order relief bj- reclaiming .•Manieda Street and other streets, hy the improvement and abolition of grade crossings, by the installin.g of a union terminal and by reorganization of the traffic situation, so that, as far as possible, the operation of the lines of the defendants across the streets of the City of Los Angeles may be clinnnated, locating said terminal station in as accessible a location as possible to the main lines of street and interurban electric railroads." The defendants in this case were the Southern Pacific, the Santa Fe and the Salt Lake: the Pacific I'^lectric was not included. The complaint itself is general, hut in I'.xhihits ".V" and "H" we find specific mention of certain crossings, {''.xhiijit ".\" is a re])ort to the Via- duct Committee of the City Council under date of May 12, 1916, by Messrs. Homer Hamlin, F. D. Howell anad cnt^ directly across an iini»>r- tant part of a city it is usually found advisable to adi)pt the first method. This is i)articularly true in level cities, such as Chicago and. in a measure. Grade Crossing Elimination in General 129 Detroit. The principal disadvantage of this method is that there is a great inconvenience and ex])ense to industries which tind it essential to have spur track connections. This method was proposed for Alameda Street in Los Angeles, hut. because nf the industry track situation, it was not thought feasible. It may be well to point out at this time tiiat conditions in Los Angeles are peculiarly faxurable to tiie elimination of main line grade crossings, in that two of the three steam railroads are now located on the east and west banks of the Los Angeles Ri\er through the industrial ])arts of the city, and are crossed by very few streets. In the northerly portion of the district, where the Los Angeles River Valley contracts to such an e.xtent that all three railroads are brought together along the banks of the river, it is possible to pass over them with a single structure similar to the North Broadway or Buena Vista Bridge. The southern portion of the industrial district is practically level on the west side of the river, but on the east side, within a comparatively short distance, the ground rises abruptly and there is a well-defined line between the blufifs and the level ground adjacent to the river. These conditions will appear important in the study of the elimina- tion of the grade crossings formed by the Salt Lake tracks on the east bank and the Santa Fe tracks on the west bank of the Lo.s Angeles River. STREET TRAFFIC IN GENERAL In the past few years an epochal change has taken place in street traftic : the horse and bicycle have been very largely displaced by the auto- mobile (pleasure cars and commercial vehicles) and the motorcycle. Liability of accident has been enormou.sly increased, due to the greater speed at which the modern vehicle moves, and the accompanying increase in the minimum distance in which a stop can be made. In Chicago, between 1907 and 1913, it has been recorded, teams in- creased 11.8 per cent in number, while motor vehicles increased 832 per cent, with an increase in the number of all vehicles of but 19.1 per cent (Re- port on the Rearrangement and Development of the Steam Railroad Ter- minals of the City of Chicago, by Bion J. Arnold, 1913). From other studies in Chicago, the following increases are shown (Journal W. S. F.., February, 1918): CHANGES IN CHARACTER OF VEHICLES-CHICAGO ^ Kind of Vehicle Self Propelled Trucks Horse Drawn Year No. % No. % No. % 45 409 9 898 46 187 1910 1910 1908 5 475 799 53 678 Gail. 39 934 729% 9 099 1138',:; * 7 491 14% *Loss. 1.50 Los Angelics '1"i:umi\ai. Iwi-.stica iuin In our state tlie number of autonichilcs has increased very rapidly, as will he seen irotn the following;: GROWTH IN NUMBER OF AUTOMOBILES Automobile Registrations State Los Angeles County Years. No. Increase No. Increase 1914 123,516 .... 43,099 1915 163,795 33% 55,217 28% 1916 232,440 42% 74,709 35% 1917 306,916 24% 93,654 25% 1918 364,800 197f 107,232 14% Of the 107,232 anttiniul)ik'S registered in Los Angeles County, approx- imately 63.000 are registered in the City of Los Angeles, and of these about 9,000 are trucks. With reference to the present relative numbers of the different kinds of vehicles, we can. from nur counts, including different locations of grade crossings of steam carriers, and covering over .^00 hours' traffic and about 140,000 vehicles, show the following residt: Relative Numbers of Different Classes of Vehicles Autoinoliiles 57'o Trucks 31% 88% Wagons 9% Motorcycles 3% 100% \'ery comijrehensive studies in Chicago (Juur. \V. S. E., Feb.. 1918) showed that two-thirds of the number of vehicles counted in and out of the central business district were used for business and that 85 per cent of all tnovements of vehicles were made by these business vehicles. This is inserted to draw attention to the fact that in Chicago the traffic problem is intimately associated with business progress — and in Los Angeles the same geneial relation must hold, although the percentage of business vehicles to total vehicles is probably somewhat less. It seems of particular importance to note the large number of motor vehicles in Los Angeles County and the surrounding territory. Table L Appendix, shows that 107,232 automobiles were registered from Los Angeles County in 1918. This is 29 per cent of all the automobiles registered in California, and shows the relatively large number as compared with other locations, particularly when combined with the three contiguous counties. In this territory, there is a total of 128,767 automobiles. In Southern Cali- fornia (as this term is commonly used), there are 159,528 cars, or nearly one-half the total number in the state. This relatively high proportion of local automobiles and the large per- centage of high speed vehicles, are important factors in connection with elimination of grade crossings. Our studies take account of this fact. Traffic studies dealing with the vehicular and railroad traffic in different GkAUK CkoSSINC Ef-IMINATION IN GkNKRAI. 131 localities are grouped with the discussion of the necessity and advisability of the elimination of f4;rade crossings at these various places. It is interesting to note a comparison of the vehicular traffic at Seventh Street and Broadway with some other points more particularly cf>ncerned in this report. At Seventh Street and Broadway most people are familiar with the congestion and are more or less impressed by it. While this is the most congested point in the city, the greatest vehicular movement is elsewhere. In the following table consideration should be given to the difference be- tween an intersection where two streets are involved, such as at Seventh Street and Broadway, and a crossing, such as at the bridges over the Los Angeles River, where but one street is involved. RUSH HOUR VEHICLE TRAFFIC AT SEVERAL OF THE MORE CONGESTED POINTS LOS ANGELES No. of Vehicles and Cars Location Date 7th & Broadway 6-6-19 N. Broadway Bridge.. 4-9-18 Macy St. Bridge .... 1-9-18 7th St. Bridge 5-9-18 6th & Alameda 2-4-18 7th & Alameda 5-8-18 Sunset Blvd. near Main St 3-21-18 Los Angeles St. at Plaza 3-21-18 Marchessault St. at Plaza 3-21-18 Alameda St. south of Macy 3-1-18 *On separate bridge. East & West N orth & South Hours Vehicles Cars V shicles Cars 5-6 FM 669 87 692 1(1" 5-6 PM 1174 1(14 5-6 PM 647 31* 5-6 PM 499 29 7-8 AM 667 4-5 PM 523 64 5-6 PM 861 181 5-6 PM 672 5-6 PM 558 4-5 PM 640 CHAPTER VI. OUTLINE Los Angeles River Crossings Traffic Studies \'eliicular Traffic Over Crossings Railroad Traffic Across the Streets at the River Grade Crossings at Los Angeles River a Menace and Nuisance Plans for ICliniination of Crossings Short \iaduct Plan Preferable and Practical Tracks Adjacent to River Should P.e Depressed Amount of Depression Recommended at \'arious Streets Diflference in Depression from Hamlin-Howell-Storrow Report Estimates on the Santa Fe or West Side of Los Angeles River Simple Depression of the Santa Fe Tracks Depression Based Upon Union Passenger Station at the Plaza, and Union Freight Station at the Santa Fe Site De])ression Based Upon Union Passenger Station at the Santa Fe Site De])ression Based Upon Union Passenger Station at Southern Pacific Site and Union Freight Station at Santa Fe Site I'^stimates on the Salt Lake or East Side of I^os Angeles River Simple Depression of Salt Lake Tracks Depression Based Upon Union Passenger Station at Either the Plaza Site or the Santa Fe Site Depression Based Upon Union Passenger Station at Southern Pacific Site Adaptability of Southern Pacific-Salt Lake Plan to Proposed River Track Depression Excavation Quantities Order in W hich the Work Should Be Done Simple Depression — No Union Passenger or Freight Statii^m Union Station at the Plaza Union Station at the Santa Fe Site Union Station at the Southern Pacific Site CHAPTER VI DEPRESSION OF TRACKS AND ELIMINATION OF GRADE CROSSINGS AT THE LOS ANGELES RIVER LOS ANGELES RIVER CROSSINGS It is our belief that the crossings which should be first considered are those where the various streets cross the Los Angeles River. The tracks of the two carriers on the east and west banks of the river will probably remain there, since this seems to be the logical location fnr ncirth and snutli trackage, and the railroads will probably retain this location for all time. The elimination of these crossings can be undertaken regardless of the pro- posed location of a union passenger terminal for the reason that the estab- lishment of this facilit}- has no efifect ui)on them other than to modify certain of the crossings. Neither is the separation of these river crossings dependent upon the recommendations f00 34% Pedestrians and bicycles 2,222,100 7% People in cars 19,744.300 59% Total 33,258,000 100% The vehicles, loo, m;iy l)e stil)di\ider the Salt Lake gates and 19 per cent for the Santa Fe gates. Grade Crossings at Los Angeles River a Menace and Nuisance With these 537 movements per day (6 A. M. to 8 P. M.) of trains across these five crossings, and with 16,314 vehicles and 2,042 street and interurban cars — a total of 18,336 veliicles moving across the tracks, prac- tically all at four crossings — it will l)e obvious that there is a large menace in the form of liability of accident. With the gates down such a large per cent of the time lui) U^ 19 per cent), the crossings arc a prolific source of delay to traffic and those at .grade should be eliminated. PLANS FOR ELIMINATION OF CROSSINGS Short Viaduct Plan Preferable and Practical We have before us two general jjlans for the elimination of crossings at grade of the streets across the river: the "long viaduct" plan, as proposed by Mr. Arnold and later by Mr. Howell, and the "short viaduct" i)lan as proposed by Messrs. Hamlin, Howell and Storrow. After considerable study, we have reached the conclusion that the "short viaduct" plan will, in general, give the best solution to the problem of elim- ination of crossings of various streets and of tracks adjacent ti~i the river, for the following principal reasons : (1) The industrial district adjacent to the river is at grade and is thus better served by short viaducts. (2) Public opinion is against viaducts of great length in this industrial district. (3) Lower cost and less property damage is incurred. (4) Future extension of approaches, if advisable, is not prevented. (5) Transition from sulnvay to elevated railu-ay is more easily accom- plished. This means that the tracks along the river should be depressed part way and that the streets should be elevated part way, so that the necessary clearance of twenty-two feet o\cr the tracks is obtained. The question of how high the streets would have to be raised depends upon the establishment of how far the railroad tracks can be depressed, and this latter involves a study of the channel of the Los Angeles River. The Hamlin-Howell-Storrow report states that the authors believe it safe to assume that the trackage along the river could be lowered to an elevation of twenty feet above the grade established for the river bottom. It is a demonstrable fact that the bottom of the river is now much lower than it l.^J^ l.dS AnC.ICI.KS TeKMINAL l.WESTIG.vnON was on account of the straightening of the river, which has increased the velocity and. consequently, the scouring power of the water, and also on account of the removal of the sand and gravel of the river bed for building operations within the city. Extensive studies dealing with this subject have been made by the Engineering Department of the City of Los Angeles. We know that the authors of this report have made very comprehensive studies of flood conditions in the Los Angeles River and have also had a good deal of actual experience with this river. A\'e believe, therefore, that their estimates of the lowest safe elevation to which the tracks along the river can be depressed are entirely sound. We have discussed the tentative profile attached to the report of the three engineers, which shows the grade line to which the railroad tracks could be safely depressed, with the Chief Engineer of the Salt Lake Rail- road and lia\e ascertained that he does not entertain any serious engineer- ing objection to this depression. \\'e understand that he agrees that the depression of the Salt Lake tracks to the tentative grade line would be safe. ^^'e are advised by the Santa Fe that the depression to the proposed grade line is practicable but expensive. I "M iR "^0 3015 TeA3) 9375 Te^n :5^--,^ ^•*M']«9: ' V -,, 4Tma; ^AT ■i 3T AT^.A^ r. -rj; ^.-*-"-'| '■'^ oas K>- I oes OVS i 3jnOflq __t*94-4-- 03S -r-'-^ 03L5 03S ft W3TH30 3jnopq ., ^ii^- ^Z^ te^ fci-v ( 1-10 Los Angeles Terminal Investigation Tracks Adjacent to River Should be Depressed \\ith this information before us we are of the opinion that the Salt Lake and Santa Fe tracks along the river should be depressed to the grade line shown in the above profile, Fig. 23, which profile is substantially the same as that submitted to the Commission as Exhibit No. 1 Ijy the City of Los Angeles. The difference between these two profiles arises in this way : The profile submitted as an exhibit shows a final grade line for the tracks on both sides of the river, but the grade line and station shown are those on the center line of the official bed of the Los Angeles River. Our profile. (Fig. 23), shows three grade lines: one on the center of the river and one eacli for the Santa Fe and the Salt Lake tracks. It will be noted that these two latter grade lines show, at the points where various streets cross the river, the same elevations for the pro])osed final grade for the Salt Lake tracks, the center line df tlic ri\er and the .Santa Fe tracks. Between these streets, the rates of grade and elevations are slightlv different, this dif- ference being introduced by the diff'erence in distance along the tracks on account of the cur\aturc df the river and tracks. Amount of Depression Recommended at Various Streets The major difference, however, between the profile showing the grades recommended in the three engineers' report (Citv of Los Angeles Exhibit No. 1) is shown in the following tabulation which gives the amount to which the tracks of the Salt Lake and the Santa Fe are recommended to be depressed at the various streets now carried across the river by means of bridges and viaducts: RECOMMENDED DEPRESSION OF TRACKS ALONG LOS ANGELES RIVER Street **Alham- .**Spring Main bra Macy **Aliso 1st 4th 7th 9th Santa Fe Ft. Ft. Ft. Ft. Ft. Ft. Ft. Ft. Ft. City Ex. 1 1.5 2.7 7.5 7.5 7.8 8.5 6.5 tlO.2 7.0 Engr. Dept. ... 1.2 2.5 7.9 7.9 8.3 8.7 3.6 7.0 2.7 0.3 0.2 0.4 0.4 0.5 0.2 2.9 3.2 4.3 Salt Lake City Ex. 1 3.0* 3.5 7.2 8.5 6.6 4.25 {9.2 11.25 8.75 Engr. DepL ... 3.4* 4.5 8.0 11.3 8.0 3.8 6.4 7.3 5.1 0.4 1.0 0.8 2.8 1.4 0.45 2.8 3.95 3.65 ♦Raise (fill). ** Depres.sion at Spring, Alhambra and Aliso Streets not listed in report of Messr.'!. Howell, Hamlin and Storrow, but shown on profile at- tached to Exhibit. t 10.2 from the profdc; 10.5 in above report. t 9.2 from the profile; 9.5 in above report. Difference in Depression from Hamlin-Howell-Storrow Report The principal differences, it will be noted are at Fourth. Seventh and F.i.i.MiNATioN c)i- Grade Ckossixgs Along Los Angki.ks Kukr 141 Ninth Streets, where the amount of depression we have recommended is considerably less than that recommended in the report of the three engi- neers. At the other streets the diiiferences are probably due to the fact that our data is more accurate, for we have made no attempt to depart from the proposed elevations. It was at first thought that the grades recommended by the three engi- neers would be entirely satisfactorj-, but a detailed study has led us to believe that the modifications as shown in the last tabulation should be made. The following line of reasoning was responsible for this change: It was assumed that if a union passenger terminal is recommended or established in the vicinity of the Plaza or at the Arcade depot site, the Santa Fe should not be forced to regrade the entire area of about sixty acres cov- ered by its freight yards between First and Seventh Streets; or if a union station, passenger or freight is recommended or established at the Santa Fe site, the grading should be reduced as far as possible. In short, this whole yard area should not be rec|uired to be depressed unless some advan- tage consistent with the cost obtains. The cost does not wholly lie in tlie excavation ; removing and replacing tracks under operation is a large factor. If the Santa F"e is to use this yard for freight alone, we would have a unitin passenger station elsewhere. If it be at the Plaza, then two main line passenger tracks would be required along the river and south of Fourth Street, and good practice w'ould indicate that through freight trains and switching would require separate tracks. If the grade proposed by the three engineers' report at Seventh Street (elevation 235.7 — City datum) be adopted, and also the plans for a viaduct similar to that shown in Fig. 56 on page 185 with four adjacent tracks along the river, the problem arises as to how to get the heavy freight trains into the yard on practicable gradients. Any studies relative to grades between Seventh Street and the throat of the yard should take into consideration the ruling grades on the Santa Fe freight district over which Santa Fe trains entering this yard must run. The present ruling grade westward — San Bernardino to Los Angeles — on the Santa F"e, via Fullerton, is 0.7 per cent, and to introduce any grade heavier than this at this point would reduce the freight engine tonnage rat- ings. This is highly objectionable since it reduces the number of cars in every train which is tilled u]) to the tonnage limit of the locomotive. Opposite \\'illow Street which is about the southerly throat of the present freight yard, the present main line tracks of the Santa Fe are at an elevation of 250 feet. It is proposed, by constructing two tracks whicli for convenience we will call M and N, parallel to the two tracks adjacent to the river the nearer nineteen feet west of them and descending southerly, to pass under a proposed viaduct on Seventh Street and then to connect both M and N with the tracks adjacent to the river, and also, by a single track ascending southerly to connect M and N with the coach yard tracks, etc., near the location of the present Pullman building. This situation we have attempted to show graphically in the accompanying drawing. a t > CO > £ S o a V. B S . o t. 1 E tJo R " X ui wj! -a en c ~ rj Xij= H . liij MI NATION oi' Gkadic CROSSINGS Ai.oNc Los Ancicmcs Rivkk 143 With the tracks at Seventh Street at elevation 235.7, as proposed in City's Exhibit No. 1, a grade in excess of 0.8 per cent on tracks M and N is necessary, and this is too steep. If this elevation is changed from 22)^.7 to 239.7, a 0.57 per cent grade can be obtained, which appears to be prac- ticable since the grade at this point should be equal to somewhat less than the ruling grade on the district, on account of slow movement, virtual profile, etc. Raising the elevation of the proposed grade at this point 4.0 feet does not appear to introduce any objectionable features ; the toes of slope of the viaduct approach are simply moved about 100 feet further away from the river, and on the west, to the east side of Santa Fe Avenue. It will also be possible — and this is important — to run the switching leads (which are about 160 feet from the river) under the viaduct, although the grades of these leads will not be the best. On the north side of Seventh Street, at Santa Fe Avenue, the ground floor of an existing building is about three feet above present grade. Little damage, therefore, will result. A tire house is located on the oi)posite side of Seventh Street, at the corner of Santa Fe Avenue, and appears to be the only building affected by this change of grade. The effect on this structure is simply to raise the street at the doorway from five to seven inches. On the whole, there is little dift'erence in property damage between having the depressed tracks at elevation 235.7 and 239.7. At Ninth Street the grade recommended liy the three engineers is at elevation 223.4. It seems that at this point, too, it would be highly desir- able, from the viewpoint of facility of operation, to have the Santa Fe main switching leads, which are here also about 160 feet west of the river, carried across Ninth Street instead of cutting them oft' at the street line. This is just as desirable as at Seventh Street. At Ninth Street the property is not well developed. Nor is it particu- larly expensive, and there is a long block from the river to Santa Fe Avenue. At present the main switching leads are at elevation 227.5, and upon exam- ination and study we can see no good reason why they should not remain at this elevation and why the tracks ahjng the river should not be depressed to the same elevation. This change does not increase the cost of the struc- tures out of proportion to the reduction in excavation for the tracks and to the operating advantages gained. It was found that a grade line connecting these new pro])osed elevations at Seventh and Ninth Streets would intersect the grade line proposed by the three engineers approxinialcly at Station 101 plus 77. the jxjint of change of grade at First Street, and we have, therefore, shown a grade line straight from Station 101 plus 77 to approvimately Station 1S4 plus 66. the center line of Ninth Street, as will be noted on the profile. The rate of grade is 0.377 per cent. The cost of the depression of the Santa Fe and Salt Lake tracks depends upon the location of a union passenger depot and a union less than carload 144 Liis .\nc;ei.i-:s Tkumixal Investigation freight terminal, and also upon the location of various main line freight and passenger tracks running north and south through the City, since the quan- tities involved in cxcaxation. track changes, etc., depend ui>nn the number of tracks and their arrangement. We have, however, made estimates of the cost of depressing the tracks under various conditions. The bases for these estimates follow, and, while there might be slight changes introduced, the figures would not be sensibly altered by the introduction of minor departures from the major plans. ESTIMATES ON THE SANTA FE OR WEST SIDE OF LOS ANGELES RIVER (a) Simple Depression of the Santa Fe Tracks This estimate is based on depression to the proposed grades of the Santa Fe tracks as they now exist, except that certain changes are intro- duced which prevent literal adherance to this statement. The present main line between, approximately. First Street and Alhambra Avenue is to be abandoned as the main track and two new tracks, constructed adjacent to the ri\er on the depressed grade, will become the main line. Between First Street and, approximately. Fourth Street, it is proposed to construct a double track line adjacent to the river, in addition to the present tracks. On the present main line, between First Street and Alhambra Avenue, it is proposed to remove entirely the tracks in Aliso and Macy Streets but not to interfere with the use of this track as a lead for the industry tracks branching oiT from it. Our estimate is then based upon a double track roadbed and tracks along the river all the way from North Broadway to Butte Street and the reconstruction of both ends of the yard between First and Fourth Streets to meet the proposed new tracks along the river. Esti- mates are made with Alhambra Avenue depressed and also with that Avenue not depressed. All grading for necessary changes in industry tracks is included. (b) Depression based upon Union Passenger Station at the Plaza and Union Freight Station at the Santa Fe Site This scheme is the same as in (a), except between Aliso Street and Seventh Streets, where the excavation is estimated as that necessary for a union freight station. The old main line tracks, approximately 160 feet from the river bank, are proposed to pass under the proposed Seventh Street viaduct at an elevation of four feet below that of the depressed river tracks, and the excavation includes the yardage necessary to make this de- pression. It is this arrangement that is embodied in our final recommen- dations. (c) Depression Based Upon Union Passenger Station at the Santa Fe Site This estimate is the same as in (h) except that the excavation between Aliso and Seventh Streets is that estimated as necessary for the passenger station yard. This scheme also contemplates depression of the old main line tracks to pass under the Seventh Street viaduct. 4^ iSiviw "io 30ie TeAa)sjTd Td»n owewwojo*,,.^*'* ' i * oot (H3VIR ^O 3018 Tgl W) q 3Te T8?^n „£**^-- .J ■i 001 . :2H?., oe J- iU je or 'T^A .►?^ -T" f^- £i_ -i»t^^ ors {F jQie FH.. Ml. ■■HUKIl.US UV ItlVKIl UANK THACKS Ar'COMI'A.N VINU P1>AN( FOR 1. .MUX STATION A Thl» K n study miide by thB EnKlneorlnE Department to ihow how thli project would KTbcI the Kensral plnn (or depreaslng ttie tracks along ilie rlv ;umni»iided. c c s 3 vi» -^0 3012 TaA3) '\3Te Tewn^ lit 145 oas jta*^^ .-6-- :>sr:ij7r — "^ -^o lis — TVVT" j3_f^rMAe_ajn2a3. Ait?- ' (I13VIR 10 30ie Ta3 w ) qa re rean MllMr /tf..fl ltHtTV*MtHf^»y «l>n*MT M/ZH MM' lliOHM SCALCS VlltriCAL IINCH-lft'T f t t MOWIIONT*!. IIHCH*400rTt> o I'Hi. ST. ■•IIOI-II-KH «1K HI»KII HA^K TH ItKIl A4'l'l>ni-A:V t I>U rl.4* KOII I MU\ «T ITIKK AT rilK <>tll TIIKIt \ I'AilFU ST^TIU^ BITK Ihl, I. > >i.>dy mmdv by ih. KnKlnB.rln. l).F«rimrnt u, .how how th* proJ<-ci would Ht Into ir.r x.n.rol plan of Itock ,l*prr..lon, Th, pfcni. ii bu«d upon th. lent ■hown liy ili» iJotted llnon In \hv imip T' • arriinRvmont li noi rtcominKnilBd, ( 148 Los Angei.es Termixai. Investigation- (d) Depression Based Upon Union Passenger Station at the Southern Pacific Site and a Union Freight Station at the Santa Fe Site In this scheme the grading is the same as under (hi aho\e. ESTIMATES ON THE SALT LAKE OR EAST SIDE OF THE LOS ANGELES RIVER (a) Simple Depression of the Salt Lake Tracks This estimate is based upon the depression of the present Salt Lake tracks, which would not be altered in any other way, except where it is necessary to change connections of secondary tracks, such as yard tracks or industry spurs. The excavation for the roadbed, however, is predicated u])on sufficient width for future double-track along the river. The align- ment is changed at Macy Street to bring the tracks outside of the official bank of the river. (b) Depression Based Upon Union Passenger Station at Either the Plaza Site or the Santa Fe Site This estimate is the same as in (a) except that double-track with heavy rail is substituted for the present Salt Lake tracks, and that the depression, instead of stopping just south of Ninth Street, is continued around the long curve in order to provide a satisfactory grade on the proposed connections between the Salt Lake tracks and the Santa Fe tracks near Soto and Lugo Streets. (c) Depression Based Upon Union Passenger Station at Southern Pacific Site In the fiilj.iwing notes, the proposed profile. Fig. 27, on page 147, for the depressed tracks along the river is for convenience referred to as "E. D. (Engineering Department) Profile". North of Aliso Street and south of Ninth Street, the excavation is the same as in A above. Between Aliso and First Street, additional excavation is required by the six tracks (two along the river, two Pacific Electric tracks — these are, however, on a trestle for part of the distance, — and two through steam passenger tracks). Between First and Seventh Streets the river tracks follow the proposed profile in City of Los Angeles Exhibit No. 1, as it is necessary to pass under Seventh Street about four feet lower than the grade proposed on "E. D. Profile", because of a lower approach for Seventh Street viaduct so that the passenger tracks may pass over the street near Anderson Street. From Seventh to Ninth Streets the river tracks are on a grade to meet the grade proposed on "E. D. Profile" at Ninth Street. Between First Street ond the foot of the approach to the northerly curved bridge, excavation is necessary for the steam passenger and Pacific FJectric tracks, which are on the "E. D. Profile" grade. Between Seventh and Ninth Streets the approach to the southerly curved bridge is proposed as a fill and the grading included. Adaptability of Southern Pacific-Salt Lake Plan to Proposed River Track Depression The approaches and viaducts of the Southern Pacific-Salt Lake plan can be adapted to the plan of depression of the river tracks. It seems Elimination of Grade Crossings Along Los Angeles River 149 necessary, however, to discuss in some detail the grade adjustments neces- sary if this plan is given further consideration: To explain in detail : At the point where the proposed northerly curved bridge crosses the Santa Fe present main line track, just south of Sixth Street, the proposed grade (after depression) of the Santa Fe top of rail is elev. 243.84. (All elevations herein are referred to City datum.) It is estimated that the gross headroom required would be twenty-six feet at this point — twenty-two feet for lawful clearance and four feet for the floor thickness of the structure. If this northerly curved bridge be on a ten degree curve and on a 1 per cent descending grade compensated 0.04 feet per degree of curve and since it is 700 feet from the Santa Fe tracks to the end of curve, the top of rail on the elevated structure at this point (end of curve) would be at elev. 263.6. From the end of curve to Fourth Street is approximately 850 feet and it the elevated structure descends to Fourtii Street on a 1 per cent grade, the top of rail at Fourth Street would be at elev. 257.1. The present Salt Lake top of rail is elev. 256.0. The proposed elevation of the depressed tracks is 246.2, according to City Exhibit No. 1 and 249.6 as we have revised the grades shown in this exhibit. The bottom of the Los Angeles Railway bridge at this point is at elev. 276.8, and sub- tracting from this the proposed elevation for top of rail of 257.1, we note that the clearance would be 19.7 feet. Either this structure would have to be raised 2.3 feet or the clearance would be imjjaired by tliis amount. Though it does not appear to be ver\- difficult to raise the frame trestles carrying the Los Angeles Railway and the highway, a "l)ump" of 2.3 feet in the bridge would be objectionable. The ultimate Fourth Street viaduct would give full clearance, and since the iniiiairment is on a passenger line on a non-permanent structure, we have decided that the Southern Pacific- Salt Lake scheme can be adapted to the depressed grades along the river, as far as the northerly curved bridge and its approach are concerned. If the tangent through the Los Angeles market property (and ap])rnach- ing the southerly curve across the river from the west) be extended, it will cross the Santa Fe tracks (after dei)ression of the later) where the top of rail is at elev. 253.4. Adding on twenty-six feet for gross headroom, as before, gives the elevation of the top of rail on the elevated structure as 269.4. Also, if the south ajijiroach to the southerly curved bridge crosses Seventh Street ai)]>riixiniatcly twent\-five feet west of the west line of Anderson Street, it will cro.ss Seventh Street (as shown on Fig. — at elev. 252.3, this being the proposed grade. Seventeen feet gross head- room being re(]uired here, the top of rail on the elexated structure would have to be at least 269.3 or approximately the same as where the curved bridge southerlv crosses the Santa l""e tracks. In other words, the south- erly curved bridge and its approach, as far south as .'>e\enth Street, would have to be level or approximately so. The ])roposed elevation of top of rail, if the tracks are depressed, at Ninth Street is 227.2 or there would be a drop of forty-two feet (269.3 — 227.2) between Seventh and Ninth Streets. 150 I-os Angki.es Terminal In\ ksticatkin As the distance is apprnxiniately ooCK) feet, the rate of grade wouhl conse- quently he 1.3 per cent. Tliis rate of grade is too great, as it should not exceed 1 per cent, and, therefore, the Southern Pacific-Salt Lake plan cannot ■ be adapted to the present plan of depression of the tracks along the river, thatiis, the plan which proposes the grade of depressed tracks at Seventh Street at clev. 239.7 w ith a 4 ])er cent aiiproach grade, as shown on Fig. 56, page 1roposed l)ridg"e at Ninth Street could be raised about 1 foot on the east side without detracting from its apjiearance. 'i"he Sotithern Pacific-Salt Lake have proposed three schemes for get- ting around the difficulty of grades at Seventh and Fourth Streets, all shown on their Exhibit No. 15 (Fig. 28). The scheme shown in green, according to testimony, is the one which was best thought of. This scheme requires the east end of the Seventh Street bridge across the Los Angeles Ri\er to be about 6 feet lower than the west end. and the Salt Lake tracks to be depressed aliout IS feet below the present level. \\'e should say that a concrete brid.ge at this point, which is of more or less monumental con- struction and visible some distance in almost every direction, should be level as far as the channel spans are concerned, ^\'e think this is sufficient ground for the rejection of these plans. EXCAVATION QUANTITIES The excavation (|uaiitities for depression of the Santa l-"e and ."^alt Lake tracks along the Los Angeles River, as estimated for the \arious combina- tions of stations and routes, are as follnwx: EARTHWORK QUANTITIES— TRACK DEPRESSION ALONG LOS ANGELES RIVER Side of Los Angeles River Depression of Trackage Along River Santa Fe or Salt Lake or as Influenced by Various Plans West Side East Side Total for Union Stations Cu. Yds. Cu. Yds. Cu. Yds. Alhambra Avenue Depressed Depression of Existing* Trackage 1. N'o Union Passenger or Freight Station 279.372 208.918 488.290 ♦Based on completion of double tracks on Santa Fe. 152 Los Angeles Terminal Invkstication Depression and Double Tracking 2. Union Passenger Station at Plaza. 544,026 235,561 790,487 Union Freight Station at Santa Fc Site 3. Union Passenger Station at Santa Fe Site 556,629 235,561 792,190 Xo Union Freiglit Station 4. Union Passenger Station at South- ern Pacific Site 554,926 237.911 792,837 Union Frei.uht Station at Santa Fc Site Alhambra Atvenue not Depressed Depression of Existing* Trackage 1. Ko L'nion Passenger or I'reight Station '. 243,107 184.645 427.752 It will be noted that the excavation required for the depression of these tracks along both sides of the river is considerably increased (about 300,000 cu. yds. or over 60 per cent) by the grading necessary to establish either a union passenger or freight station at the Santa Fe site, and also that the total e.xcavation is not materially different between the various plans for the union stations. It may be possible to somewhat reduce the yardage to he moved from the Santa Fe site. The amount of earthwork is not large for the comprehensive changes which are involved. ORDER IN WHICH THE WORK SHOULD BE DONE Simple Depression — No Union Passenger or Freight Station: If no union passenger or freight station is built, but if the grade crossings along the Los Angeles River are eliminated and the tracks along the river are de])ressed, the first step should be construction of Macy Street and Aliso Street viaducts, which would require depression between Alhambra Ave- nue and First Street. These two streets are selected as the first on which the grade crossings should be eliminated because of the fact that at Macy Street the vehicular traffic is heavier than at any other existing crossing and bccatise there are three steam railroad tracks involved. Dej^ression of the tracks along the river at Macy Street will require depression at Aliso Street Ijecause of the short distance between them. Regardless of this, the heavy Pacific Electric traffic on Aliso Street justifies a separation of the grades. On the Salt Lake side of the river, the tracks would simply be depressed, although the roadbed would be made wide enough for two tracks at least. On the Santa Fe side, now practically all double-tracked, we have estimated complete double-tracking. The different steps in depression are shown in Fig. 2i, page 139. Depression at Macy and .\liso Streets requires two temporary grades. On the Salt Lake side one would be on a 0.441 per cent grade ascending S(jutherly from Aliso Street to Station ,S7 phis 73, (Fig. 23 on page 139), Elimination ok Grade Crossings Along Los Angeles Ri\er 153 near First Street and another on a grade of 0.773 per cent ascending northerly from Macy Street to Station 50, near Alhambra Avenue. f)n the Santa Fe side a temporary grade, level, would he installed south from Aliso Street to Station 99 phis 98, near First Street, and another temporary grade north from Station 71 plus 18. just north of Macy Street to Station 53 plus 00, near Alhamhra Avenue, the rate of grade being 0.969 per cent ascending northerly. Union Station at the Plaza: Under this plan, steps in the depression of the tracks along both sides of the river would be the same as in (a) above — depression of existing trackage. South of First Street double tracks would be constructed adjacent to the river on the present grade to the existing main line double tracks at Sixth Street. Union Station at the Santa Fe Site: The depression of tracks along the river at Macy and Aliso Streets and the establishment of the ter- minal requires a complete regrade on the west side of the river from Macy Street to approximately Sixth Street. Temporary grades connecting the depressed and existing grades would extend from Macy Street to Alhambra Avenue and from Sixth to Seventh Streets. The existing First Street via- duct. Iieing higher than the prnposcd new viaduct, need not l)e replaced because of the union station at the Santa Fe site. On the west side of the river, the depression would be the same as for the union station at the I'laza. Union Station at Southern Pacific Site: The second step would consist of depression of the tracks between .\lliambra .Avenue and North Broadway on both sides of the river, and the third step from .\liso Street to Station 199 plus 68 on the Salt Lake side of the river and Station 210 plus 00 on the Santa Fe side. .X union station at the Southern Pacific site would afifect the depression of the tracks along the Los Angeles River as follows: In order that sufficient trackage be provided, the Salt Lake tracks should be double tracked north of Fourth Street before the union station is put into operation. Since the elevated approach to the Southern Pacific station from the Los Angeles River could only be built to a permanent grade, and as this permanent and ultimate grade requires depression of the Santa Fe and Salt Lake tracks in ord^r to pass under the elevated tracks just south of Sixth Street, and further, in as much as the northerly apjjroach should pass under the Fourth Street viaduct and the southerly ap])roach over Seventh Street and under Ninth Street, the Salt Lake tracks should be depressed from Macy Street to the sfuitherly curved bridge proposed over the Los Angeles River. Tem])orarv grades would bring the tracks to the existing grade at .\lhambra .\venue on the north, and Seventh Street on the south. The Santa Fe tracks would be depressed as in the heading (b) above. In addi- tion, thev would have to be depressed to pass under the proposed elevated approach to the Southern Pacific Station. This would occur just south of Sixth Street, the existing grades being regained at Seventh Street and about Willow Street. CHAPTHRX II. OUTLINE General Elements of Desi§rii Bridge Roadway \iMir, •ach Grades ~ i'stiniates Present and Proposed Bridges Humboldt Street — Santa Fe Bridge North Broadway Bridge North Spring Street Bridge North Main Street Bridge Alhambra Avenue — Southern Pacific Bridge Macy Street Bridge Aliso Street Bridge First Street Bridge Fourth Street Bridge Seventh Street Bridge Ninth Street Bridge Butte Street — Salt Lake Bridge New Double Track Railroad Bridge South of Butte Street Santa Fe Railway Bridge — South of Butte Street Twentv-Sixth Street Bridge CHAPTER VII PRESENT AND PROPOSED BRIDGES 0\ER THE L(JS A.\(.i...i.- RIVER In a plan for the elimination of grade crossings adjacent to the Los Angeles River by the depression of the Santa Fe and the Salt Lake tracks along the river and by the elevation of the streets, the element of cost is one of the controlling factors. W e have, therefore, drawn plans and made estimates for structures to carry the following streets over the tracks and the river: North Spring Street, First Street, North Main Street, Fourth Street. Macy Street. Seventh Street. .\Iiso Street. Ninth Street, At North Spring .Street, it is proposefl to remove the present structure, but at all of the other streets it i.'- proposed that, ultimately, new bridges shall be buili. GENERAL ELEMENTS OF DESIGN A survey of the plans we present will show that we have endeavored to maintain a general standard of construction and have adopted a type ot bridge which, we believe, will make the best appearance at a low first cost and which will be the most economical to maintain. .\rch bridges are. without question, the most desirable from the aesthetic standpoint, and v.hen constructed of reinforced concrete, there is practically no maintenance expense outside of that of maintaining the roadway. Our designs for all these bridges show reinforced concrete arch structures of three spans. It is well recognized architecturally that there should be an uneven number of arches for the most pleasing effect, and since it also appears more economical to use three spans across the 300 foot channel of the river, our designs for all these bridges show three spans of 100 feet each. Bridge Roadway The majoritv of the streets leading to the river are 80 feet wide, with a 56 foot roadway and 12 foot sidewalks. The most recent bridges, at North Broadway. North Main and Seventh Streets, adhere to this width of roadway, which provides for two lines of cars and four lines of vehicles, including operating clearances. As the number of pedestrians, as revealed by traffic counts, does not indicate that a sidewalk over 6 feet in width is necessarv. two walks of this width have been used in the design. The sketch below shows the cross section .f .Tn )^ foot street where amr>le riMim is provided by a 56 foot roadway. 156 Los AXGELES TfRMIXAI, IxVESTTCATlnX BW/py/xvw iz"-o" 56 '-O" l8'-0" \^w/w//m IZ'-O" so'-o" CROSS- SECTION OF EIGHTY FOOT STREET LOS ANGELES SC AtE IN FEE T 5 K) CASE 970 APRIL 1919 NO.BZ-IB California Rallrrail rnniniissidii Enginpering Dcpt, FIG. U!l. CROSS-SECTION OP EIGHTY FOOT STREET Nortli Main, Macy, First. Fourth, Seventh and Ninth Streets are SO feet wide at tlie T^os Angeles River. This section is drawn to sliow the space allotted to cars, vehicles and pedestrians in the normal arrangement. It is important that this arrangement be main- tained at bridges and tunnel portals with the faster traffic toward the center. Nine feet is the standard width for one line of vehicles including clearance. The approaches to the bridges really consist of two parts : The structure which carries the street over the tracks adjacent to the river, and the approaches descending from these spans to the street level. The spans over the tracks have been designed in steel in order to provide a minimum floor_ thickness, and therefore a minimum elevation for the roadway on the viaduct, and a minimum length of approach grade. While this form of construction is, ordinarily, undesirable on account of the corrosion resulting from the locomotive gases, this objectionable feature may be overcome by cement gun treatment and by a reinforced concrete suspended ceiling under the bridge. The girders would support reinforced concrete floor slabs on which the pavement would be laid. Approach Grades A study of the approach grades has led us to the conclusion that 4 per cent is the maximum which should be used. We believe it will be readily conceded that anything over .^ per cent is too steep, and as the difference in cost between 4 per cent and 3 per cent grades is not particularlv large, we have endeavored to keep the approach grades down to 4 per cent. However, in one or two cases, this has been increased slightly on account of large property damages which would result from absolute adherence to this rate. The present grades of 7 per cent on North Spring Street and Jyi per cent on First Street are admittedly too steep. I'lir the sloping appmaclu-s, an earth rill, or retaining walls and fill, is the most economical form of construction. In some locations, the simple fill is possible: in others, on account of abutting property, it would be Present and I'uords:-:!) I'>kii)c;i-;s ()\i:k Lns Angki.es Ri\i-:u ., 157 necessary to construct rcinlurced concrete retaining walls along the property lines. In presenting these designs, it will be understood that they are but preliminary: they are necessary for a secure foundation upon which estimates can be made but do not preclude any changes which may prove desirable. In fact, it is expected that changes will be made, but the drawings are adapted for use as a basis for detailed working drawings. In general we have shown spans over three tracks along both the river banks, and the estimates are based on this assumption. Union passenger station plans, or other ])lans, have considerable influence on the trackage, and as all plans could not be provided for in one drawing, we have used this basis of three tracks, subject to change for final plans. Cost Estimates The estimates of cost for the various viaducts, as given in connection with each bridge, cover the total cost of changing from the present structure and include, in addition to the structural costs, the estimates covering aa- ditional land where necessary, changes in pole and pipe lines, street rail- way tracks, building changes, temporary structures and damages for the full length of bridge, including approaches. The figures do not include any changes in the steam railroad tracks, these alterations having been covered in the estimates for the depression of these tracks. PRESENT AND PROPOSED BRIDGES Humboldt Street-Santa Fe Bridge llumljuldt Street-Santa Fe Bridge carries the main line of the Santa Fe between Los Angeles and San Bernardino, via Pasadena. This single track through skew truss steel structure, located mirth of North Broadway Bridge, is beyond (north of) those parts of the Los .\ngeles River banks which are involved in the elimination of grade crossings adjacent to the river, and in this report no reconstruction of this bridge is contemplated. North Broadway Bridge North Broadway Bridge (also known as Buena \'ista Street Bridge) is a reinforced concrete structure of 7 spans, carrying North Broadway across one end of the Southern Pacific freight yard, Santa Fe tracks, the Los Angeles River, and the Salt Lake tracks. This bridge, approximately 900 feet long, was completed about 1913. On the west. North Broadway is cut into the hill, so that no filled approach is necessary. The east end branches into Pasadena Avenue and North Broadway, the approaches to these streets being on earth fill with a street grade of approximately 5 per cent. The erection of this structure is notable in that it is really the first satisfactory solution of the grade crossiing problem, the bridge crossing over 24 steam railroad tracks. It is a monumental >lructure and thoroughly modern, and no one interested in the problem of eliminatnig grade crossings on the Santa 158 Los Axgei.es Terminal Twkstic.aiid.v l'\' and Sail Lake tracks aUmg tlie river has considered it necessary to change this structure or to alter the present grades of the tracks which run beneath it. This bridge carries two tracks i>f the Los .Angeles Railway and has a roadway 56 feet wide and two sidewalks of 8 feet. We recommend an inclined ai)proach to this viaduct from P>aker Street, as will be noted later. This will ser\e the traffic now taken care of by the unsightly Spring .Street Hridge. the ultimate remnval nf which is recum- mended. FK;. .<;e Tills reinforced concrete structure. Iniilt in l!il:i, carried North Broadway over the Southern Pacillc and Santa Fe tracks, the l.cis .Angeles River and the Salt Ijiike line to Pasadena, and marks the first comprehensive step of the City in the permanent eliminatinn ■ •i' grade crossings. About 17.0(10,000 people per year use this viaduct. Pki!Si:.\t ami l'uiii'iisi:i) IIkiocks 0\i:r I.hs .\m;i-.i i:s Ki\i:i< 13' J ri<;i': iiti>>MN<. iiii'; in \« k> oi' iiiI'; > \n r v ri:. 'I'lii': i.os a\c;|':i,i:.s kixkk \m> 'iiik 'iiivcivs oi' tiiI''. svi.t i.vivi-: This steel deck structure, built before IS90, is in fair condition and will undoubtedly he fit for some ten years. While the approach grades are approximately seven per cent, the traffic is not very heavy. A street car line which crossed this bridge was removed in 191S. As noted elsewhere, the Iloor on the right main span can be raised level witli the top clioril. and a new approacli built to correspond therewith. North Spring Street Bridge North Spring Street is carried ii\er the river on a steel deck truss bridj^e with approaches consislin;.; dl a plank floor supported by steel stringers on steel bents. The total length cil" the bridge is 742 feet; the width is 56 feet, which is used for a 30 foot roadway, and a sidewalk on cither side. This 30 foot roadway was parti)- occupied by the tracks of the Los .\ngeles Railway, which wei-e spaced 11 feet centers, l)ut these tracks were removed in l'J18. 'i'hc grade of appmach on the west side of the river is 7J.4 per cent and on the east side is 7 per cent, 'i'he clearance (i\cr the Santa Fe tracks is 20.4.3 feet or 1.55 feet less than lawful clearance, and on the Salt Lake side the clearance is 17 feet 8 inches mi the main line and 1'' feet 9 inches on the siding, or 4 feet 4 inches and 2 feet 3 inches respectively less than the lawful clearance of 12 feet. The river spans are 100 feet, three in nuiiilicr. and arc sujipurtcd "u 30-inch steel cylinder piers. This structure is a \ erv nld ime and we have been ,ible ti> derive very little information regarding its histury. It might lie interesting to note that the vokes used for a cable railway are still in view from beneath the bridge, which is, in ilsclf. indicntixc of the use of this liridgc as far i)ack as 1890. At the present time, the i)ridge is well jiaintcd and is probably satisfactorv for the small amount of tralVic which it carries, except that r>IS--'J ^ Z < _l 0. ?g0tc*n3 1 2 g h Ul .s44S."i3 Presknt axi) Proi'osed Rridcks 0\i-:r Los Ancki.ks Ki\i;u 161 I'Ki. :«. .NOKTll li.\U OF .NOUTII .SI'llI.Vt; STUIiKT lllill)(;i: It is possible to raise tlie floor, which now slopes, so that it will he level and at the same elevation as the top chord of the truss, construct new steel approach spans over the Salt Lake tracks, and extend the filled approach toward Pasadena Avenue. The present clearance over the Salt Lake tracks, which are dipped under the bridge, is ap- proximately 6 feet less than lawful clearance. It is recommended that this structure be removed entirely in the future, in accordance with plans. there is excess vibratinn under heavy trucks. The use of this bridge was almost entirely discontinued after the construction of the so-called Buena \^ista \'ia(hict. which carries North Broadway over the river. The present g:rade of the Salt Lake track on the east bank of the river between the North Spring Street bridge and the North Broadway bridge is 1.4 per cent. The elevation of top of rail at North Spring Street is 300.89. By improving the grade, as shown in Fig. 2,i nn page l.V). the elexatinn at North Sjiring Street will become 304.29. This change, together with the addition of one or two tracks, would require reconstruction nf tlie east approach to the North Spring Street bridge ajiproxiniately as shown in Fig. 34. It would l)e necessarj- to raise the flcKir beams on tlie eastermost river span and to use new steel con- structiiui (i\er tlie tracks. It is estimated that these alterations would cost $72,4.^0. .\n alternate |)laii is to Iniiid an incline from the wide pier of the present North Broadway bridge down to grade on liaker Street, as shown on Fig. 129. This ])lan has several advantages: As the North Spring Street bridge is about 30 years old. it wnuld ha\e to l)e re- built soon under the lirst scheme. As it is only about 400 feet from the North Broadway bridge and 1200 feet from the North Main Street bridge, the renewal wmild hardly seem justified. The west api)r(->ach has a grade 162 Los Ancjei.es: Tkn-minat. Twt.sth.ation I'lU. 35. l,.VUOE I'IKU — XOUl'II BROAUWAV UUIUUK This view sliows the large pier where tlie viaduct recommended in Baker Street would connect witli Xorth Broadway Bridge. of lYi per cent. The only excuse for its continued existence seems to be the fact that it serves the lower territory west of the river and south of North Broadway. This territory will be made accessible from North Broadway by this incline in Baker Street. The Baker Street incline will cost mure than the North Spring Street incline, our estimate being $111,0.S1; and rather than expend $72,450 for a temporary ajjproach to Spring- Street viaduct, it is preferable to con- struct the Baker .Street a])proach and to demolish the Spring Street bridge as soon as reconstructicm of the .Salt Lake tracks — which pass under it — makes this necessarj'. I'kkskxt ami Proi'oskii Hu!I)(;f:s nvi-u Los Axgei.f.s Rivf.r 163 Kio. :»<•. \oiiTii ■(iviN >iui:i:r iiKiixa:. (i im: swta fk a\d salt lvkk I'll \( IvS AM> riir. I. OS AXiKI.KS l09, lias a roadway 56 ftel wide and twu 6-foot sidewalks. The viaducts recomnientled in this report are similar to this structure, if it were at elevation great enough to cross over tiie tracks at both ends of it. It is proposed that this structure, except the piers, be raized, and a new viaduct built on the t xisting piers. North Main Street Bridge Alain Street is carried acro.'^s the ri\er cm a 3-hinge(l arch concrete structure of 87 feet clear span.^ supported on skewed concrete piers. This bridge was built in 1908-1909, part of the cost being contributed by the Los Angeles Railway. This bridge is 68 feet in clear width, 56 feet being used for the roadway and 12 feet for the two sidewalks. The ap- proaches are slightly elevated above Main Street, the grade being 2 per cent on the west side and 4 per cent on the east side. This is a thoroughly modern structure in every respect and is in excellent condition. The depression of the river tracks at Main Street being considerably less than at the other crossings, the approaches are necessarily much longer, the depression of the tracks recommended at this point being as follows: Santa Fe Tracks 2.5 feet Salt Lake Tracks 4.5 feet For the west approach, enough property should be acquired to make an easy curve at the turn, and access to Chavez Street should be provided by a driveway at the present grade alongside the approach. The sidewalk on the side of the viaduct may extend over this driveway, supported by brackets from the retaining wall. On the east side of the river, Darwin, Mozart and North Main Streets converge but do not intersect. Darwin Street, although 80 feet wide, stops at Douillard Street, and Mozart Street reaches within 40 feet of Main Street. PkKSKNT AM) I'Kdl'USKIl I'.KIDCKS OvUR Lf)S A NGICI.KS RiVICU 165 It would seem losjicnl to extend these streets to an intersection. Lamar Street must connect with the viaduct because of the Los Angeles Railway tracks and the heavy tralllc tiiereover to the Southern Pacific sho|)s. Albion and Gibbon Streets, although unimportant, are shown connected bv a subway. The new viaduct, it is estimated, would cost $54.^,084. Fit;. 38. StHTHKR>- IMCIKIC llllinOF; AfRO.SS Tllli LOS ANGKLKS KIVER AT AMIAMRHA AVENirF This is a throuRli double-track riveted truss bridge, built In 1903. Tn tills report it is proposed to leave it as it is for the present. I'ltimately, when the Santa P'e and Salt Lake tracks are depressed, this bridge should be lowered to correspond. Alhambra Avenue-Southern Pacific Bridge Alhambra Avenue Bridge carries the double tracks of the Southern Pacific across the Los Angeles River, these tracks crossing at grade the Santa I*"e tracks on the west bank and the Salt Lake tracks on the east bank. These crossings are protected by interlocking. This modern steel structure was built in 1903 and is in good condition. .\s discussed elsewhere in this report, with both Alacy Street and North Main Street avai]a1)le. it will not be necessary for many years to use .Mhambra Avenue for highway purposes. The City granted the Southern I'acific a perpetual right of way over this street, and since it is well used as a jirincipal railroad entrance and because of its directness, we have not thnuglit it advisable to recommend any changes in the present bridge across the Los .Kngeles Ri\er at Alhambra Avenue. We are. however. ])resenting estimates for the depression of the tracks along the river, both with Alhambra Avenue depressed and with that street as it is; and in the former case the estimate includes the cost of lowering the Alhambra .\venue bridge and the necessary changes in grade on the Southern Pacific tracks which will accompany the lowering of the bridge. 160 Los Angeles Terminal Investicjatiox Macy and Aliso Streets should be considered together. From the evi- dence presented, there was some question as to whether one or two bridges should be built, and if one, on which street. Macy Street has several ad- vantages over Aliso Street : 1. It has a shorter approach on the east side of the river. 2. The crossing of the river is more nearly a right angle, and .therefore, a more economical bridge is possible. 3. Macy Street connects two very important main thoroughfares — Sunset Boulevard and Mission Road. 4. Lyon, Howard and Center Streets lead from Macy Street into .Aliso Street diagonally; thus a bridge on Macy Street would serve both streets. 5. Macy Street and Brooklyn Avenue already have an existing car route of the Los Angeles Railway. Aliso Street has some points in its favor : 1. It is wider than Macy Street, having a width of 90 feet, while Macy Street is but 80 feet wide. 2. It is somewhat more direct. However, it is practically the same dis- tance from Mission Road and Macy Street to Lyon and Aliso Streets via Lyon and Macy Streets and via Aliso Street. The district east of the river and between Macy and First Streets is conveniently served either by First Street or by Macy Street. Aliso Street, east of the river, is unimportant and it finall}- intersects Macy Street, which is known as Brooklyn Avenue on the east side of the river. Mr. H. C. Nutt, General Manager of the Los Angeles and Salt I^ake Railroad, in his testimony before the Commission, favored but one bridge for the two sites, and that one at Macy Street (Trans, p. 1092). We agree with Mr. Nutt. It will he well tn bear in mind that it is best to build adeciuate bridges, even if fewer are constructed. PrKSKN'T \\ii l'Ki]|'i)S|-,n lildlxiF.S OvF.K T.dS .\XGELES RiVKK ir,7 FIG. 3:t. BKinGBS ACROSS I.OS AMiEI.ES KlVKIt AT JIA1» STUKKT The iieartr hriilKe is tluit of tlie Los Angeles ItniUvay; the f;irtlier, the highway bridge. The river bed has been ciinsiderably filled up at this point by tlie dumping of refuse into if, with a resulting contraotion of the waterway. If tracks along the river are to be depressed, such dumping should be prohibited, as contraction of the channel at one point backs the water up to a higher level. Macy Street Bridge Where Macy Street crosses the ri\tr. there are at present two bridges: one a single track 2-span through timber Howe truss carrying a single track of the Los Angeles Railway ; the other, which carries the vehicular traffic, is a 3-span through wood Howe truss having a roadway 18.3 feet wide and one sidewalk about 6 feet wide. The railway bridge was built about 1903 and is not in very good condition (])ring Street bridge, and, in fact, at all the bridges across the river. Neither the railwa\' imr the highway bridge has elevated approaches, the grade on both sides of the river practically meeting the grade of the street. < )n tlie west side, the grade of approach is 1,5 per cent: the east approach is 3.5 jier cent. 168 Los A.NT.KI.liS Tf.KMINAI. I.WICSTICATION FIG. 40. ALONG MACY STREET BRIDGES At the left is the L#os Angeles Railway bridge; at the right the highway bridge. Berauife of the obs'cured view this crossing is particularly dangerous. Reference to the plans presented for a bridge at Macy Street will show that the existing street lines have been adhered to west of the river. East of the river the street is, at present, only 60 feet wide, but it should be widened to 80 feet, the widening to take place on the south side to reduce the amount of skew for the river crossing. Macy .Street is not straight, but the departure from the straight line is so slight that in our opinion the additional expense for property would not warrant a straightening. During the construction of a new bridge. First Street can be used, except for the Los Angeles Railway traflic. This traffic can be taken care of by a tem- porary foot bridge and a "walking transfer." or possibly by temporary trans- fer arrangements with the Pacific Electric. (")ii the east side of the river it will be necessary to acquire additional property for street widening. The situation is shown on the plan. Since the Santa Fe main line is some distance from the ri\er where it crosses Macy Street, this bridge can be constructed with practicallv no interference with railroad traffic on the west side. The short approach on the east side, together with alterations on account of street widening, would shorten the period of construction and interference -with the operation on the Salt Lake. This bridge, it is estiniatccl, wcmld cnst ^.^r<7.?57. Isio 3Z5i S62+n3 X y s a tt f« + < u F»«*13 j^i;?+T3 i«?*n3 z 2 C ;: > / bci £* S -^ > 2 > m &3 "O ^ a > a ■» S = a 170 Los Axr.F.i.ES Tf.rmixai- Ixvkstigation FIG. 42. ALISO STRIiliT UKIUUi: ACUOSS THE LOS AXGEI.K"- UI\ EU This through plate girder structure, built in 1904-1905, carries tlie tracks of the Pacific EJectric Railway and two driveways, as is shown in another picture. This bridge Is in good condition. On account of three grade crossings adjacent to its ends and as many as 95 train movements per hour, this structure is of great importance in the elimination of grade crossings. Aliso Street Bridge Aliso Street Bridge was built in 1904-1905 jointly by the City of Los Angeles and the Pacific Electric Railway. The total cost was $61,195.80 and the Paciiic Electric paid $27,336.20, or 44.7 per cent. This is a steel through girder bridge with a roadway 78 feet wide, the center 27 feet of which is used for the double track of the Pacific Electric Railway. Outside of this there are two 20 foot driveways and outside of these two 5 foot, 7 inch sidewalks, cantilever supported. This bridge has four 75 foot spans, supported on concrete piers, and at the present time is in excellent condition. On the west side of the river the grade approach is 2.2 per cent : on the east side 1 per cent. Neither of the approaches is elevated. .MI plans dealing with the elimination of these grade crossings at .Macy and Aliso Streets provide for the continuance of the Pacific Electric along Aliso Street, at least for local service. One adequate highway bridge at Aliso Street should meet all the requirements, par- ticularly as these two crossings are only 800 feet apart. This will also have a tendency to maimain the parallelism of the vehicle and railroad traffic in that they will not cross after they have left the industrial portion of the city. In connection with several different schemes, we have prepared difl'crent plans for bridges across the river at Aliso Street. I'kksicxt AM) I'Koi'osKii Uriik.ks 0\ I- n Los Ancki.ks Rivkr 171 f^"- «.. •'»an i *. ^-jL. Kit;. 4:{. \ IKW I.OOKIIVG AI,'<;f:le:§ kiver Tlie Pacilic Electric ti'acks occupy the center of the structure between two lines of girders. Tliere is a mattway and siilewalk on either side, the roadways being but 18 feet wide. The strength of the present .Aliso Street bridije has been investigated to determine if it can be niodihed to use as a four track internrban railway bridge. Using the Southern Pacific specification lfX)6. tlie present p.irt, including stringers, flnorbeams, and girders, was found to be strong enough for the ."southern Pacific oil car wheel loads or Pacific Electric cars of any kind. Tt will be necessary to provide new stringers, floorlieanis and laterals to replace the present highway construction. They should be of the type now used for the railway part, 'i'hc present outer girders are also sufficient for railway use. Tt will be necessary to retain the present spacing of girders because of the substructure. Although no extended .study has been made, the existing piers seem adequate. In separating the grades, the bridge will be raised about 17 feet and it may be best to use steel bents on top of the present ])iers. framing the girders into the columns. This method will add less weight to the lootings tlian if the piers are extended. The existing piers arc somewhat nnirow to be given additional height. The total new steel re(|uired pounds, not including approaches. The life of the bridge should be replaced by a concrete structure for the change woidd nit fi.S8,000 )e about 25 vears, after which it should 172 Los Angeles Termixai. Investigation Fig. 44, which accompanies the Engineering Department plan for a union station at the Plaza, shows full use of the existing hridge. which will be raised while the present highway portion will be strengthened so that the structure will carry four tracks. The local cars will continue along Aliso Street as at present. The express line, as shown, is part of an ultimate project in that it is designed to connect with a future subwav in Main Street. This express line will leave Aliso Street bridge, continue as an elevated road across the property of the Los An- geles Cias and Electric Corporation, and along Ramirez Street. Near the end of this street it will descend to the ground level, where the treight and express connection can be made on the surface ; still further west, the line will descend into a subway, and turning to the south, connect with a subway in Main Street. While the possible damages to the Los Angeles (ias and Electric Corporation, because of the result of reconstruction and rearrangement necessary in its plant, may seem large, the average cost per foot is the criterion wdiereby a project of this kind should be judged, and the right of way and property damages west of Center Street will be com- paratively small. The cost per foot for the whole distance between the river and Cain Street is therefore reduced to a reasonable figure. On the west side of the river, provision is made for four tracks to Covina Junction, passing under the (jallardo Street bridge. Elevated con- struction in Aliso Street gives team access to abutting propertv, and should not be objectionable as little use would be made of Aliso Street west of Mission Road. As an alternative, new and higher piers could be built north of the present Aliso Street bridge, and sufficient nropertv could be acquired on the north side of Aliso Street so that the four tracks would lie just north of the street somewhat similar to the arrangement shown on Fig. 45. A double track bridge, with double track approaches, is estimated to cost $416,9,36, based on use of the existing structure. Fig. 45 shows an arrangement which may be used in case a union pas- senger terminal is located at the Santa Fe site. As in all plans for a bridge at this site, no highway is provided, and the existing girders are used. They are shown erected on new piers north of. and along side the old ones. For the express tracks, a reinforced concrete bridge is shown. Because of a bend in the river at this point, the piers can be turned somewhat to reduce the amount of skew of the spans, and. as the cross-section of the river is reduced by only one pier at a time, more and shorter spans can be used than would be practicable for a right-angle crossing. Fig. 46 was made to show the connections in case the Southern Pacific site should be adopted for a union passenger station, with connections as proposed by the Southern Pacific and the Salt Lake. For n H H h j«z»n3 "^^ ■? ^ f. Is; F >- a. 3i§ fit u a n t. * 4. ~ o — bi] a c » 0} " S u zS - i? O-J t-_l << — c >o ^ UjO ^ ^ o a 3 Z w •" a! C c i! ■a 6C i5H ■A f*S?»T3 k a^ ,«6z+n3 Ji«eo3 I z t si I«2-*"13 ■-> If" I ,5V2*T? ^9Z + 35^ on 5s Se z bJ a. X u z S Ul ^ So u > i4 a < =• s ^ c — a* 5 5-» s Si > CO »B 2 a 176 Los Angiu.ks i;rmi.\ai. 1 WICSTIC.AIION the local tracks, the present bridge is raised, using existing girders and piers, the express tracks passing over the Salt Lake tracks, along the river, and proceeding down to grade along the river bank. Steel construction is em- ployed, except for the approach along the river, and the approach is designed as a ballast deck frame trestle. The express route to Sixth and Main Streets is well over half a mile longer than the local route, but because of the absence of grade crossings, would be shorter in point of time. Mr. Paul Shuup, President of the Pacific Electric Railway, testified that the reduc- tion in time to Echandia Junction would be 8 or 9 minutes, but as during part of the day but 10 minutes are consumed for the present trip to Mission Road, this llgure is excessive, except possibly during rush hours. Even then the difference is due more to stops for passengers than any other feature. First Street Bridge First Street is carried over the tracks of the Santa Fe, the river and the tracks of the Salt Lake by a viaduct, the total length of which is approx- imately 1400 feet. This viaduct consists of three steel deck truss spans over the river with approaches consisting of a plank floor on steel beams supported by steel bents. The west approach is 478 feet long with a max- imum grade of 7 per cent, while the east approach is 90 feet long with a maximum grade of 6 per cent, both of these distances being the length of the steel structure and exclusive of the fills nn either end. FIG. 47. KIUST STKUKI' \IAIJll T, .\1'|{(».K.S l,(»s .\.\tJEl,KS KIVKIt This is a steel structure witli a wooden Moor, huUt prior to isgn. now in a verv hart .state of repair, and it lius Ijeen condtmneil hv tlie Citv Kngineering Deiiartnient.' Tlie approaciies carry tlie street over the Santa Ke and Salt L,ake tracks. Present and Prdposed BRincES Over Los Angeles River 177 This bridge is also a very old structure, built, probably, prior to 1890, as we have been advised that in 1886 a car line was constructed across it and the yokes used for cable railways remain in the bridge. The roadway is ?5 feet wide. 39 feet of which is used for the street cars (which are on one side of the bridge) and vehicles, the remaining 16 feet being used for two 8-foot sidewalks. The trusses across the river are supported on steel FIG. 48. WKST Ki\D OF FIUST S'lUKKT BRIDGE: This view show.s tlie steepness of tlie approacli and hiivv it occupies part oj First Street. cylinder piers. This bridge at present is in bad condition and we have been informed by the City's engineers who arc in charge of bridge work, that the structure should be condemned as it is probably overloaded and certain parts of it are very badly corroded. 17S Los Angeles Terminal Investigation KK.;. ->!l. « KST \IM-I«IA('II TO FIRST STREET VIADICT View of understriictiire, showing insufficient support. This viaduct is inade(|uate : 1. As noted heretofore, the west approach is 7j-j per cent and is considered too steep. 2. It is short of the lawful clearance over the Santa Fe tracks. 3. Its strength is insufficient for modern loads. 4. It is of an obsolete type and does not conform to the standard set by the Cit}' as to appearance. 5. It is physically in very poor condition. For all these reasons, this bridge shuuld be abandoned and a new struc- ture shouhl be built at this point. 180 Los Angeles Termixal Ix\estigatiox By the depression of the tracks along- the river in accordance with the general plan, this bridge can be made of the same type as proposed for Main, Macy. Seventh and Ninth Streets. On the west approach it is necessary to have sufficient length of via- duct to provide for throat and ladder tracks serving the Santa Fe yard, but it seems inadvisable to extend this approach beyond Santa Fe Avenue, which is the principal north and south street near the river, and which should have direct access to the viaduct. These conditions result in an approach grade of 4.66 per cent. If, however, a union less-than-carload freight sta- tion is established, as recommended, at the Santa Fe site, a grade of 4.0 per cent is possible. In this connection it seems proper to here state that it is suggested that Santa Fe Avenue be extended, connected and widened where necessary from Seventh to Macy Streets. This will form a connecting link between the ends of the propcised viaducts and serve as a thoroughfare for the distribu- tion and equalization of traffic in that part of the industrial district immedi- ately west of the river. No estimate is made of such widening since this suggestion belongs more properly in a general scheme of city planning. This bridge, it is estimated, would cost 5390,200. KICi. .11. I'OlltTII STHKIOT lil A .M> I'Hl'; I.OS A.NGKLliS KI\K1< BKU This view is taken from tile nortli and -sliows tlie deck constriu-tion acrcis.s tlie I^os Angeles River, the through bridge across Santa Fe y.ards on the I'iglit and trestle approach across .Salt Lake yard on the left. The character of the river bed is also well shown, although there was an unusually large amount of water in the river. The heavy rip-rap along the banks is necessary to prevent erosion in times of Hood. Fourth Street Bridge At Fourth Street there are two composite structures each about 2.100 feet long, one carrying the' street and tlie other the Los Angeles Railway Present and PRni'osF.n P.KincES Over Los Angei.es Riv- er ISl across the freight yard of the Santa Fe, the river and the freight yard of the Salt Lake. For the vehicle bridge, commencing at the west end. there are 100 feet of filled approach, then approximately 300 feet of frame bents and a wooden floor, then five combination through Howe truss spans of lengths from 100 to 114 feet, then three deck combination Howe spans carrying the structure across the river and then wood floor and frame bents and ending with a filled approach al)out \?i? feet lono-. FIG. ,'.2. I^OS AXGBLBS RAILWAY BRIDGE: ACROSS THE LOS ANGBI.BS RIVER FOIRTH STREET There are two bridges shown. The ruarer is the railway bridge; the other the highway bridge. The five through spans at the left cross the Santa Fe main line and freight yard; the deck spans at the right cross the Los Angeles River. The approach at right crosses the Salt Lake main line and freight yards. Both approaches are timber trestles. The Los Angeles Railway Bridge is practically the same as the vehicle bridge except that tracks are carried across the Santa Fe yard on five steel through truss spans. The vehicle bridge was built about 1903 and that of the Los Angeles Railway about 1898. The wooden portion of the struc- ture has been renewed since, a large portion of this renewal having been done in 1913. The vehicle bridge has a roadway 19 feet 6 inches wide and a 5-foot sidewalk supported on brackets. The Los Angeles Railway bridge is double track. On the west side of the river the approach is curved, with a grade of 7.8 per cent, while the east side has a grade of 5.2 per cent. Clearance over the Salt Lake tracks is 21 feet or 1 foot less than lawful clearance. On the Santa Fe or west side, the clearances vary for the different tracks ranging from 16.8 feet to the lawful clearance of 22 feet. Under the trussed portion of the bridge, the clearance is lawful. 182 Los Angeles Terminal Investigation The ]ireseiit bridges at Fourth Street are in good condition and will probably be satisfactory for several years, especially since grade separation has already been accomplished here. We are. however, showing plans for a new bridge at this point. It will be noted that this structure ])resents a better alignment than the old bridges, being straight, except for one curve. Some rearrangement of the Santa Fe industrial tracks will be necessary, but on the whole both the Santa Fe and the Salt Lake would have more room for tracks than they have at present. It is suggested that in the future an approach could be built connecting with Santa Fe Avenue at Sixth Street. The cost of this structure, exclusive of the approach to Santa Fe Ave- nue at Sixth Street, is estimated at $856,285, including land and damages. This is larger than the bridges at the other streets because of the greater length of the proposed structure. Seventh Street Bridge Seventh Street bridge is a reinforced concrete arch bridge of three 80- foot clear spans constructed in 1908-1910 and toward the cost of which (about $115,000, excluding track work and track paving) the Los Angeles Railway contributed $38,480. The roadway on this bridge is 56 feet wide and carries the double track oi the I^os Angeles Railwav. There are two sidewalks 5.8 feet wide. The approaches are slightly raised above the level of the adjacent ground, the grade on the west side being 4 per cent and that on the east side 1.5 per cent, while the grade of Seventh Street, easterly from the bridge and up to Boyle Heights, is approximately 6 per cent. This bridge is a thoroughly modern structure, in excellent condition and cost approximately $115,000, the contract having been let in 1908. Seventh Street is the principal crosstown street in Los Angeles, both to the east and the west of the business center. The rush-hour vehicle traffic across the bridge and adjacent tracks is nearly equal to the traffic crossing Broadway at Seventh Street. r a iam av* 3T ATMAB MOfl^ H3AOJI>t^A 'V> MOITAV3JS ■ l'. iii< i « I I m to i» > i ' >— ^>i»M»iiBi— ^<^w m w i ll '^^ ; I I !■ F j ; C««AV J t * * J / uma aafflca CLeVATION or APPROACH FROM SAHTA rE. AVC 7|vm . I .. j- \ . M I I isl^ 3t-Ilai— -J- 3 ^ii.-. i . KLEVATION •albte ruliire approncti from Santa Fe Avvnue would alBO a o ol mat atreet, and gtve dlxth Street i 1S4 Los AxGF.r.ES Tfkminai. T\\i:sT!n\Tiox FIG. 54. SKVENTH STREET BRIDUE ACROS!* LOS AXGELES KM ER This reinforced concrete structure, built in 1909-1910, is the last bridire built by the City of Los Angeles across the river, in which no attempt was made to separate the grades of the street and the railroads on the river bank. This bridge carries a roadway .56 feet wide and two 6-foot sidewalks. Except for the fact that they are higher, the viaducts proposed in this report would have very much the same appearance as this bridge. FIG. .-.-.. ANOTHER VIEW OF SEVEXTH STREET BRIDGE ACROSS I,OS AXGEI.ES RIVER -Santa Fe main line is in the foreground and the Salt Lake tracks are between the striped crossing gates in the background. One of these .-;alt I«ike tracks is the switching lead at the entrance to the freight yard over wliich practically all freight cars entering the yard move several times during classification. Santa Ke and Salt Lake crossings at either end of this bridge are among the most important in Los Angeles. Seventh Street being one of the busiest streets. —CD rthy-cr 3J VINVS > SI 3£: o u < £ f ESS t w « « u > ^ ft 8. S h a i s : ». ° ! ^ ^ i<: r. *. jz ■« c J Z z o F T* " < > M 3 ■s is- f. a £ ice -° r X I i* 1S6 Los Angeles Terminal Invlstication At this point we have considered two jjlans. one by whicli Seventh Street is carried over the depressed tracks and the other wliere the tracks are carried over Seventh Street. Fig. 56 shows a bridge similar to the existing one but with the grades separated. Seventh Street being raised and the Santa Fe tracks depressed. For the west approach, the grade slightly exceeds 4 per cent, because it is not thought advisable to extend the slope beyond Santa Fe Avenue. The westerly two tracks of the Santa Fe are depressed as well as the main line tracks along the river bank. Extension of the viaduct to Boyle Heights, as has been suggested by certain witnesses, would not seem justified at present, but this plan will not prevent such an extension when warranted in the future. Between the river and Bovle Heights there is considerable lowland suitable for industrial purposes, which would be damaged by a viaduct in Seventh .Street across its frontage. This, perhaps, is one of the best reasons for descending to the ])resent grade on the east side of the river. This bridge, it is estimated, would cost $-^67,-^91. CASE 970 ET Stg SEVENTH STREET JULY-191B NQ 10-30 California Itallrcatl Conmiissioii Eiigitifering Dt'i>l. PIG. .W. PLAX AND EI.EVATIOX KOU A BRin(;E ACKOSS THE LOS ANGELES RIVER .\T SEVENTH STREET This plan has been drawn to show a low, level structure across the river with the river banks tracks raised. Althonj?h thei'c is some economy in first cost, the arrange- ment is convenient for spur track connections along the river. As this plan does not conforiri to the general scheme of track depression, it is not recommended. Present a\» I'roi'osed TIridges Over Los .\\(;ei,i;s I\i 187 The arrang;ement in Fi ■%■■ *>Wfc Ki<;. .-.N. \i\iii "•rur.KT iiKiixiK \(Ho>> iiii; i ii> \\<;i;i,i> [m\;;!! This '-span riimliiiiatiiMi steel and wood Pratt truss structure is. ;U tills tinu- illUS), in poor conditinn and if subject to anvtliinjc but lightest trafflc. would probably renuire replacement very shortly. The roadway is but IS feet wile. Note how the channel is obstructed under the span at the left. Ninth Street Bridge The ])resent bridge at Ninth Street is a through wood Pratt truss bridge of two spans (each l.^S feet) which carries vehicular traffic across the river, no street cars using this bridge. The roadway is 18.4 feet wide. 35' 3i »,89!*i5 r Ooooo 1 D V •atirotre^ioy Wrt-'*^//-"W-J'£/ • tizJi 11 be 2 a J hn » « (U a o s VJ 2 ° s 1 II a -J. " a « o < a « <^ < u £■" c . o £ > Present and Proposed Bridges Over Los Angeles River 189 and there are no sidewalks. On the west side of the river there are some 200 feet of elevated approach partly on a 2 per cent grade and partly on a 7 per cent grade, while on the east side the approach is not elevated but the grade of Ninth Street, as it extends easterly up the hill, has a grade of about 6 per cent ai present. This bridge at the present time is only ni fair condition and it appears as if the renewal of some, if not all, of the tim- ber will be necessary before very long. The new bridge suggested is of the same general type as that proposed for Seventh Street and should be built strong enough for street car loads. The approaches cross no streets. On the east side of the river the bluff is so near to the river bank that the approach could be carried horizontally until it intersects a 4 per cent grade to Rio Vista Avenue. Ninth Street is so little used that the separation of grades here could very well be deferred. When, however, a thoroughfare to the southeast by wa}' of Ninth Street is developed, with more favorable grades and align- ment than those which exist on the present Seventh Street route to the state highway and other points in this direction, the construction of this bridge will become necessary. This bridge would cost 341.^.419 and is included in our estimates for future work. The plan shows the arrangement recommended in case the union sta- tion is located at the Plaza. If the Santa Fe shop grounds are modified so as to be used as a coach yard in connection with a union station at the Santa Fe site, it will be necessary to add about 100 feet to the length of the viaduct on the west approach. The cost would then be $436,255. FIG. 60. SALT l.AKK HKIDGK Al KOSS I,OS .WUKLKS RIVUK AT Bl TTE STKKKT This biklge was built liy the .^ilt Lake about 1907 as part of the plan to reach the district west of tlu- Los .Vngiles River. 190 Los Angeles Tkk.minal I.westk^ai iox Butte Street-Salt Lake Bridge The Salt l-akc Ilrid.uc at Butte Street is a single track hriil.Ljc and it is not afl'ected by depression oi the tracks along the river. It would, hdwever. be affected bv reroutinsr. as noted ininiediatelv hereafter. •■•IG. (il. SAXTA FE BRIDGE ACROSS LOS AiXGELES RIVER .SOI Til OF BITTE STREET This is a single track, stee! structure, built in 1S97, aiul carries the Santa Fe's main line to San JJiego and San Bernardino, via FuUerton. Santa Fe Railway Bridge South cf Butte Street The Santa Fe Bridge snuth of Butte Street and the Salt Lake Bridge at Butte Street should, ultimately, be replaced by one double track struc- ture if the plan is adopted for a union terminal at any one of the three sites considered. For the present, in order to provide double tracks between Los Angeles and Hobart, it would be satisfactory to gauntlet the tracks across the Santa Fe bridge. The installation of a double track bridge is not essential at this time and the structure is included in the ultimate but not in the immediate estimates. The present bridge, although built in 1897, is of excellent design and would, no doubt, be found useful on some other part of the Santa Fe system ultimately. This structure, as will be noted from the picture, consists of twcj through pin connected single track spans of a])])roximately 150 feet each. When it becomes necessary to construct a double track bridge, it is evident that the location should be changed and, while there are various possibilities for liringing the various tracks together at this point, the best plan seems to locate the bridge on the Santa Fe tan- gent which runs through Ilobart, and is produced westerly. Our estimates, which include the cost of this bridge, are based on this assuiuption. The locaticjn is shown on Fig. \2Ci. and i)ro\ides connection along the Present and Puoi'dsrj) I'kidcics 0\i:k I.os Ani;ici.i-:s Ri\i-.r I'M river on the west side and cast side df the river and the Santa 1"\' tracks to Hobart. Such a bridge is estimated to cost $161.<;k ok iiii-: i.<»s a\(;ei,i-:s kixkk This bridge is beyonj the suutlierly limit of proposed track depression and changes and is not aft'tcled by any of our reconiniendations. CHAPTER VIII. OUTLINE Traftic Studies Traffic Across Alameila Street \'ehicular Travel on Alameda Street Railroad Traffic Along Alameda Street Menace of Alameda Street Grade Crossings Methods of l^liniinatioii of Grade Crossings Along Alameda Street Elevated Tracks on Alameda Street and "Long \'iaduct" Plan Recommendations of Hamlin-Howell-Storrow Report Plan for Reduction of Freight Switching Analysis of Present Conditions Recommendations for Reduction of Freight Switching- Cars Hauled Through City by Southern Pacific for Pacific Electric Cars Transferred Between Southern Pacific and Pacific I'llectric ( )il Cars on Alameda Street Rerouting of Industrial Switching — Switching of Cars to Industry ant Team Tracks Recommendations h'or Reduction of Freight Switching CHArri-.R \"iii ALAMEDA STREET CRADl-: CROSSINfiS At the hearings held l)efui-e the Commission, much stress was laid on the elimination of the grade crossings formed where the i)rincii)al east and west streets intersect Alameda Street. Several plans have been proposed for the amelioration of the conditions existing at these crossings and con- siderable evidence was iiitr(jduccd with regard to their menace and incon- venience. Before taking up these plans and other studies on the same sub- ject, we believed it was essential to ascertain the actual conditions on Ala- meda Street. TRAFFIC STUDIES Traffic Across Alameda Street in;, t^t. ruAi'i'K i(»Niit:N \i si;\i;\iii vm) \i,v>ii:ii\ Miti;i:r>. Tlie Los Angeles Railway Tiallk- and veliicular traflic is liuldiiig up Hit I'acilic Electric car on the left, wliicli turns to the right before reaching Alameda Street. As in the case of the grade crossings of the Santa Fe and Salt I-ake adjacent to the Los Angeles River, it seemed advisable to collect certain definite information regarding the traffic which crosses Alameda .Street. In so doing, only the principal east and west streets were considered, the streets for which no studies were made being relatively unimportant. Traffic studies were made for: Xorth .Spring Street East I'ourtli Street North Main Street East Fifth Street Macy Street East Sixth Street Los Angeles Street East Seventh Street East First Street East Eighth Street East Second Street East Ninth Street East Third Street 194 Los Angeles Terminal Investigation TRAFTic ACROSS AND ON SOUTHERN RACIFIC TRACKS ON ALAMEOA STREET. LOS ANGELES I9IB 6 AM TO 6PM ni. ir; NUMsen (m Houn 1461 KlOftTM SPOINO 5T 4506 MOOTH MAIN ST 3017 2776 MACT ST. 2010 U)S AMGELES ST ii'7 AUSOST. A4S6 FIRST ST. 22-17 SECOND ST. aas2 THIRD ST 3966 nXjRTM ST. 6167 ISM SIKTH ST. S6JS 6249 SEVENTH ST. S66 EiGMTMST. ^026 NINTH ST. 100 zoo 200 JOO 500 600 TOO MJTtl>.Oeil.£S.TnuO^.WA£ON5. MCrmtCrCLCSANOSTnEETCMtS. 20 15 10 5 A'LAQAO IRaFVIC • AFTtO ilEMOWDL 0^ mOOUCC MAnnCT (.'alifoniia Kailrcad Comniissidn Enginet'iiitg l)i-pl. FIG. TH.VFFIC AfUOSS AND ON ALAMED.A STUKET This diagram shows the results of traffic counts at the principal cross streets on the dates given. The traffic is divided into three groups: pedestrian, vehicle and railroad. Counts of traffic were made in the same manner as at tlie Los Angeles River crossings described before. We draw attention to the scheme show- ing the directions cmnited, which a])pears in the upper right-hand corner of tlie chart. Fig. 64 above. This chart shows the amount of traffic at each intersection, incUiding the railroad traffic on i^lameda Street, and is self-explanatory. Attention is called to the dilTerence in traffic on Sixth Street between February 4tli and June 7th, the so-called produce mar- ket having moved from Sixth and Alameda Streets to the new Los Angeles Union Terminal Company market along Central Avenue during the interim with an api)arent reduction of traflic on Sixth Street, and also, particularly, to the fact that in July, 1918, the vehicular movement was heavier than ever before. Al.AMKDA StUKKT Gr adk CroSSIXGS 195 Fit;, or.. VEHICLES AM) lUAIN AT SIXTH A MJ AI.AMEIJA STHEETS This crossing at tlie soutlierti erij of tlie Soiitlii-ni Pai ifio passenger stallijii is one of the busiest in Los Angeles. This chart Fit;". 66 .shcivv.s the cnni|)arali\e aNeragc hmirl}- irallic as segregated l)et\vcen the (lifferent kinds nf vehicles and dill'erent kinds of trains. Both this chart and Fig. ()4 liring dut the effect nf passenger switch- ing across Sixth Street and also at l'"uurth and .Seventii Streets. Fig. 67 shows the relation directly between the street traffic, the trains and the delays to traffic. It will l)e noted that ai the crossing at Si.xth Street the w'orst conditions prevail, the number of \ehicles and trains and the delays to traffic combined being the ma.ximum at this point, not only before the removal of the jiroduce market, but even after. On June 26. 1918, there were 247 train movements and 6,iS6l vehicle move- ments at Sixth and Alameda — wdiich is very heavy traffic. Street traffic, as shown on this chart, includes automobiles, trucks, wagons, motorcycles and street cars. 196 Los AnGEI.KS 'I'kK.MINAI. iNVICSTinAlION si ■ •B I tt SS8- fN J 15 I/) in I « IS go 5^ < w" < z 2 or < P 93; ^5 ^ c o ,- ■z^ i o i — : .5 H! . 2 « 7. a^btf K — ■/. O .IE — !— 0; - — ^ - c o S=.- ;iB FEFErl is St- jC k ILL -fi ^ ? I "^ - (D Cj (Q K [" ifi l^ S i in UJ li-OUJ ' - > li. X d: '''in ill S5S se _Kfl ■a lJJ sells IQIDI Jk m < 7 f^ i m Ql JK_ L X 10 I- 7 Z 7 hi N a inz 5^ s era LLJtf} if u 5 1 fcP. ■ CSX . 11 x: U> Ai..\Mi:n.\ Stkickt Gkadk Crossings 1"7 KIG. (W. TKAKFIf tt».N«iKSTIO\ AT SIXTH WD AI.AMKIJV STHKKTS The present use of the Alameda Street crossings, divided between traf- fic north and smith of the Southern Pacific Arcade depot, was found to be about as follows : USE OF ALAMEDA STREET GRADE CROSSINGS Crossings People Per Year Across Tracks North of Arcade Depot (A) 59.000.000 (Aprox.) South of Arcade Depot (B) • 19.000.000 Total 78.000.000 A — 9 street. 5 street railway and 1 intcrurban railway crossings. B — 4 street. 1 street railway and interurban railway crossings. As would be expected, these figures are considerably in excess of sim- ilar figures covering the crossings of the Santa Fe and Salt Lake tracks adjacent to the Los Angeles River, both because there are thirteen crossings included in the above and but five for the river crossings, and because of the large amount of travel between the business portion of the city and locations between Alameda Street and the river. \\'ith respect to mode of conveyance, the following figures are sub- mitted: TRAVEL OVER ALAMEDA STREET GRADE CROSSINGS Arcade Depot Mode of Conveyance — North of South of Total People in Vehicles 20.465.000 9.214.(X)0 29.679,000 Pedestrians and Bicycles 8.453.000 1.815.(100 10.268.000 People on Cars 30,263,000 7,841,000 38,104,000 Total 59.181.000 18.870.000 78.051.000 Per Average Day 162.000 52,000 214,000 Ratios 76% 24% 100% 108 Los A.N'GELIiS rKKMlXAr. I.NVKSTICATKIN With regard to vehicular use of this crossing, the following figures show the relative numbers of each class of vehicle : VEHICULAR MOVEMENT— ALAMEDA STREET GRADE CROSSINGS Per Average Day Arcade Depot North of South of Total Automobiles 1".514 7,7(IS i4,J22 Trucks y.58y 4,238 1.5.827 Wagons 3.407 1,121 4,528 Motorcycles 755 302 1,057 ^•chiclcs— Total 30,265 13,369 43,634 Street Cars and Interurban Trains 3,458 949 4,407 \'eliidcs anil tars— Total .''iJZi 14.318 48.041 Average per Crossing Vehicles not including Cars 3,363 3,342 3,356 Vehicular Travel on Alameda Street The attention of the Commis.sion has been drawn many times to the travel across Alameda .Street, as discussed above, but we are unaware of any information which has been submitted with regard to vehicular traffic along Alameda Street. This trafiiic is of eciual importance to an understand- ing of conditions. The following tabulation shows the result of some data obtained for this purpose: COMPARISON OF VEHICULAR MOVEMENT ACROSS AND ALONG ALAMEDA STREET Location Automobiles Trucks Alameda Street Across Along Across Along at Alameda St. Alan Main .St 2,022* 816* 1.371* Macy St 1.7.54 2,458 517 Los .'Angeles St. 1.418 2,553 470 Fourth St 1,317 1..542 1,000 Si.xth St 1,282 1,698 1.034 Seventh St 3,263 1,726 1,726 Along Hours Date a St. Counted 1918 7'M* 14 .April 12 1.974 14 April 11 1,668 14 March 1 1,821 10 March 18 1,885 14 May 7 1,372 14 May 8 Totals ....11,036 10.313 6,118 9.514 80 *Across .-Mlianibra .Avenue tracks counted as across .Alameda Street. While this information is for six east and west streets only, we believe it is important to realize that the atitoinobile traffic along Alameda Street is just about as heavy as it is across, and that the truck traffic — as might be e.xpected, Alameda Street lieing the thoroughfare for the use of vehicles having business at the Southern Pacific freight depot — is about 50 per cent greater along Alameda Street than it is across. It should be noted that at North Main Street the traffic counts across Alameda Street include .ill vehi- cles crossing the tracks at that point, both the tracks which lead out .\lham- bra Avenue and those extending northerly along Alameda Street. As a re- Alameda Street Grade Crossings 199 suit of this method of counting, the figures for Alameda Street do not indi- cate the amount of travel actually along Alameda Street, being less than the actual number, and tlie figures for North Main Street should be reduced by a similar amount. The e.xtremel)- large figures for along Alameda Street at Macy and l.os Angeles Streets include the large amount of trafilic which, north bound, turns from Alameda into Macy Street, and. south bound, from Alameda into Los Angeles Street. Railroad Traffic Along Alameda Street Figs. 64 and (>(> on pages I'M and 196 show the relative amount of railroad traffic at the different streets crossing Alameda Street. Additional data on this subject is presented in the table in second half of report, which shows the railroad traffic, except switching, during the year 1917. This table brmgs out the relation of time and kind of traffic. TRAIN MOVEMENTS, EXCEPT SWITCHING. NORTH AND SOUTH OF ARCADE STATION Average 24 Hours Traffic Arcade Depot North of Soutli of Av. Trains Ratio Av. Trains Ratio Kind of Movement Per Day Per Day Passenger Train 38 40% 4 297o Tlirouffh Freight Train 10 11% 10 71'/f, Light Road Engine* 47 49% 0% Total 95 100% 14 100% Ratio ■ 8.7% 13% ♦Distinguished from switch engine without cars. TIME OF DAY OF RAILROAD TRAFFIC ON ALAMEDA STREET Average 24 Hours Traffic (Switching not Included) Arcade Depot North of South of Av. Trains Av. Trains Per Day Ratio Per Day Ratio Midnight to 6 AM 5 6% 4 27% 6 .-\.M. to Noon 35 38% 4 27% Noon to 6 P.M 22 24% 4 27% 6 P.M. to Midnight 30 32% 3 19% Xotal 92 100% 15 100% The next tabulation shows the results of traffic counts along Alameda Street. A division has been made north and south of the Southern Pacific Arcade Depot, both because this is a natural point of division, and because this data was necessary in considering the Southern Pacific-Salt Lake project, as per Application No. 3346: 200 Los Anuei.ks Tkkmixai. 1nvi-.stication RAILROAD TRAFFIC ON ALAMEDA STREET FROM TRAFFIC COUNTS Number of Movements Light Date Trains Switches Road of Pass. Frt. Pass. Frt. Engines Total Check North of Arcade Depot At 6 A.M. to 8 P.M.— 14 Hrs. Xorlh Spring Street -'1 -i ■' ''1 '* ^^ 2-5-18 North Main Street 29 3 -1 2') M 96 2-4-18 North Main Street *(30) (1) (4) (34) (34) (103) 4-2-18 Macy Street *(26) (5) (5) (39) (53) (108) 2-13-18 Macy Street 30 0. 5 35 32 102 4-11-18 Los .\ngeles Street .33 3 9 40 iA 119 3-1-18 Aliso Street 29 6 II 35 .53 114 2-11-18 East First Street 28 3 7 28 37 103 2-8-18 F.ast Second Street 28 2 7 38 37 112 2-7-18 Fast Third Street 3T 3 8 45 48 KM 2-6-18 Fast Fourth Street 29 1 36 53 50 169 2- 5-18 East Fourth Street t*(I9) (2) (21) (26) (40) (108) 3-18-18 Total Xiirth of Arcade Depot 237 24 90 364 302 1 ,037 Average per Crossing. . 28.5 2.7 10 40.5 33.5 115 South of Arcade Depot 6 A.M. to 8 P.M.— 14 Hours East Sixth Street 6 3 99 16 ,39 163 2-4-18 East .Si.xth Street *(4) (2) (105) (31) (13) (155) 5-7-18 East Sixth Street * (189) 7-26-18 East Seventh Street 5 3 30 27 65 2- 1-18 East Seventh Street *(4) (4) (29) (24) (61) 2-8-18 East Eighth .Street 4 4 7 33 48 2-20-18 East Ninth Street 4 3 26 33 3-18-18 Total South of Arcade Depot 19 13 1,36 102 39 ,300 Average per Crossing.. 5 3 34 25 , 10 77 *ExeIuded in Totals. tlO Hour Count. 8 P.M. to 6 A.M.— 10 Hours Night Train Movements East Sixth Street 7 o 27 7 47 4-17-18 East Sixth Street 58 7-26-18 Fast Seventh Street ..... 4 12 21 37 4-16-18 24 Hours East Sixth Street 247 7-26-18 Macy Street 37 6 5 62 ,39 149 4-11-18 East Seventh Street 5 7 42 48 102 4-17-18 This (lata fur the first time includes switcliino;. The mimber of switcli- iii{,f iiKivcmeiits cdiinted at different points s1k)\vs varviiifj results. Freight switchinsj. as niii^lit he ex])ected, is heavier north of the .Arcade Depot, and Alameda Sikkkt (iuadic Crossings 201 passenger switching is heaviest on Sixth and Seventh Streets. In the next tabulation, the relative amounts of the various kinds of train movements during the day are shown : CLASSIFICATION OF TRAINS ON ALAMEDA STREET Fourteen Hours (Daytime) Traffic 6 A.M. to 8 P.M. North of South of Arcade Depot ArcaHe Depot No. Ratio No. Ratio Passenger Trains 28.0 iy/< 5 b'.'c Freight Trains 2.7 2% 3 4% Passenger Switch 10.0 9% 34 447r Freight Switch 40.5 35% 25 ii% Light Road Engine 33.5 29% 10 13% Total 115.3 100% 77 100%; Ratios Xorth and South 60'/' 40% From this tal)le it is evident that the remo\al of through passenger and freight trains from Alameda Street will remove 65 per cent of the railroad movements north of the .Arcade Depot and 67 per cent .south of the depot, provided the coach yards are moved from their ])resent site. If they remain, but 25 per cent of the traffic will be removed south of the depot. Since approximately 78 per cent of freight switching is performed from 6 A.M. to 8 P.M., a table has been constructed similar to the above, but on a 24^h(iur basis : CLASSIFICATION OF TRAINS ON ALAMEDA STREET Twenty-four Hours Traffic February and March, 1918 Average 24 Hours Traffic North of South of Ratios Arcade Depot Arcade Depot North South No. Ratio No. Ratio of Depot Passenger Trains 38 2V' A A'.; 90% 10% Freight Trains 10 7% 10 10% 60% 50% Passenger Switch 10 6% 42 43% 19% 81% Freight Switch 52 ZrA 32 33% 62% 58% Light Road Engine 47 .30% 10 10% 82% 18% Total 157 100% 98 100% 61 % 39% This table shows that in the 24 hours the elimination of through pas- senger and freight train movements on .\lameda Street would remove 67 per cent of the traffic both north and south of the Arcade depot and that the present coach yard location is responsible for about 43 per cent of the traf- fic south of the depot. The figure of •'2 freight switch movements per day (or over two per hour average) is also interesting from the standpoint of night switching, as will be discussed later, with regard to the possibility of handling this traffic within certain night hours. fHE JOHN RANDOLPH HAYNES AND DORA HAYf!E3 FOUNDATION LiBRA:^Y LOS ANGELES, - - CALIFORNIA 202 Los Angeles Terminal Investigation On June 2. 1918, new time tables became effective on all the steam roads in Los Angeles, these time tables showing; a large reduction in the number of passenger trains. The number was reduced from 94 to 72, or 24 per cent. So far. we have presented ligures based on traffic counts made principally in February and March. 191S. but this subject should not be passed without some consideration of the number of trains under war conditions and Fed- eral control. The next table shows the number of various kinds of trains and the relation which each cla.ss l)ears to the whole, for July, 1918. As conditions in the future are more apt to be similar to those of February than those in July, the data for February should, in our opinion, be given preference. CLASSIFICATION OF TRAINS ON ALAMEDA STREET AFTER REDUCED SCHEDULE OF JULY 2, 1918 Twenty-four Hour Traffic July, 1918 Average 24 Hours Traffic North of South of Ratios Class of Arcade Depot Arcade Depot North South Train Movement No. Ratio No. Ratio of Depot PasscngiT Trains 11 IW '. 4 V ', 87';; 13% Freight Trains Id 8'; 10 10% 50% 50% Passenger Switch 10 /'; 42 43% 19% 81% Freight Switch 32 39'.? il iy/c 62% 38% Light Road Engine ib 26% 10 10% 78% 22% Total 135 inO% 98 100% 58% 42% Menace of Alameda Street Grade Crossings To substantiate the contention that the grarle crossings along Alameda Street are dangerous and undesirable, we believe it will onK- be necessary to call attention to the figures below: SUMMARY OF USE OF IMPORTANT ALAMEDA STREET GRADE CROSSINGS Per Average Day Per Average Crossings Average 13 Crossings North of South of of Important Streets Arcade Depot Arcade Depot I'ecpiile across 18,000 5,8011 Ncliicular movements 3.363 3,342 Railroad movements 157 98 METHODS OF ELIMINATION OF GRADE CROSSINGS ALONG ALAMEDA STREET Tliis showing so nhvicjusly proves the possibility of accident and the delay to traffic that thr desirability and necessity of eliinination of as much railroad traffic as possiMe from Alameda Street cannot be questioned. Sev- eral ])]ans have been pr^ iposed to accomplish this result. Ai.AMicDA Si Ki:i;i' (ii<\i)i-: Cif cunsideration for the time being the lucation of a nninii station, all that is necessary to accomidish this result is: (1) Arrangement for the use by the .'Southern Pacific of the Santa h'e tracks along the river from North Broadway Bridge to a connection with the Salt Lake tracks along Butte .Street, including the constructinn of this connection. (2) A similar arrangement for the use of the Salt Lake tracks on Butte Street from about Harriet Street to Alameda Street. (2) A similar arrangement for the use of the Salt Lake tracks on Butte Street from about Harriet Street to .\lameda Street. (,^) Construction of an interlocking plant near North Broadway Bridge, where the .Santa l"e and Southern Pacific main lines are closer than at any other point. The ultimate arrangement, if a union passenger depot on any of the three possible sites is built, should be as follows: (1) Arrangement for use uf S;ilt Lake tracks from liunibcildt Street tci Alameda Street, including the construction of a connecting curve between Alosta Street and Butte Slrei-t on the east side of the river. 204 Los Angeles Term in af. Iwestigation (2) Construction of a track along the east bank of the river from lluniboklt Street to the new Southern Pacific Classification yard, on the east side of the Los Angeles River. (3) The construction of an interlocking plant at the Santa Fe Hum- boldt Street bridge on the cast side of the river. This plan corresponds to a portion of the Southern Pacific-Salt Lake project as presented to the Com- mission in .Application 3346. (4) The construction of a connecting track from the Salt Lake Butte Street track southerly to the Southern Pacific track on .Vlameda Street. This connecting curve would be necessary either for the use of the Santa Fe or Salt Lake track and is also a part of the Southern Pacific-Salt Lake scheme. Following along the lines of the Hamlin-Howell-Storrow Report, the second step recommended was the elimination of passenger service along Ala- meda Street. We also agree that this class of service is. after the through freight traffic, the least justifiable and should be done away with. .Ml the plans submitted to the Commission for a union passenger terminal in Los Angeles provide for the elimination of passenger service on Alameda Street, and this matter can be disposed of in accordance with the decision as to the location of a union passenger depot. Under the Plaza plan, as recommended in this report, the diversion of passenger service from Alameda Street is accomplished automatically. There is before the Commission but one plan contemplating the con- tinuation of separate passenger depots. This is the one proposed in the Southern Pacific-Salt Lake project (.Application 3346). Consideration of the arguments for and against the construction of the elevated tracks pro])osed in this scheme will be taken u]) elsewhere under the discussion of a union passenger terminal (Chapters XIL XIII and XI\'). It sliould be here noted that along with passenger service, light road engine movements are included. The three engineers' report also recommends that finalh- all tracks be removed from Alameda Street. The accomplishment of this, as recom- mended by them, is to be obtained in "that eventually all spur tracks shall herringbone out east and west from leads along the river bank, and these leads and all other trackage through the city be for joint use bv all rail- roads", and "all tracks now longitudinally within any street to be confined to use ff)r industrial purjioses only and finallv rcmo\-ed as soon as access to the industries can be ol)tained otherwise". This introduces the problem of freight switching. PLAN FOR REDUCTION OF FREIGHT SWITCHING Analysis of Present Conditions The question of the physical possibility of switching the freight cars appears to be the first study essential to the consideration of these recom- mendations, and with this in view, we have prepared statistics showing the Ai.A.\ii-:i>A Srui'.i/r (ikAi)i-. C'kossincs 205 total number of cars per year moving along Alameda Street and set out to industries, team tracks and transfer tracks. This information is presented in Table XX (in y\ppendix), and shows from one important street to another, the number of industries and the number of cars set out. Fig. 69 on i)age 210 shows graphically the total number of cars jkiss- ing each section, and since all traffic moves south from the Southern Pacific freight yards, the section farthest north would have passing through it all of the cars destined to the different sections lying south of it. It should be noted that this chart presents the number of loaded and empty cars set in, and that to get the number of movements along the street the figures should be double as each car set to an industry or team track must, of necessity, be taken out. The number of cars set in on transfer tracks, while nut necessarily e(|ual to the number of cars taken ntf from transfer tracks, may also be doubled without serious error. The number of freight cars switched along Alameda Street, divided with respect to the .\rcade Depot, is approximately as follows: NUMBER OF FREIGHT CARS MOVED ALONG ALAMEDA STREET Cars Moved 1917 Ratios North of .Arcade Depot 155,000 70% -South of Arcade Depot 65,000 30% Total 220,000 100% l'"urtiier study of the table shows that the destination of the cars set is about as follows : DESTINATION OF FREIGHT CARS SWITCHED ALONG ALAMEDA. STREET Cars Set Ratios Destination Year 1917 Industries 33.931 31% Team Tracks l-l-^-}i per cent of the total number of train movements on Alameda Street, both north and south of the Southern Pacific Station. ]*"xpressed in other units, for the average crossing there are 52 switches per day north of the Southern Pacific Station and 32 switches south of the station. We are of the opinion that this can be reduced to a point where it is no longer objectionable. i z 3 RELATIVE VEHICULAR TRAFFIC ACROSS ALAMEDA STREET % ti 2 m tj Q 55 fci S; 6i ^ 8 i V § fbi c I o FREIGHT SWITCHING ON ALAMEDA STREET LOS ANGELES PRESENT TRAFFIC AND CONOITXJN AFTER PROPOSED CHANGES AND RCLATIVC MOVCMCNT OF VtHtCLCS AT IMPORTANT GRADE CROSSINGS CASE 970 ET SEQ FEBRUAflv 1919, N? 10-47 CaUruriiia Hullniail CuniniKriinri Kntfiiit-erliiK lJi>i)I. vui. MK FHi:i<;nT s\\ rr<.'iii\utte Street and Santa Fe Avenue to the Southern Pacific yard over the Salt Lake tracks on Butte Street and on the cast bank of the I.os Angeles River. It is our recom- mendation that this be done. Rerouting of Industrial Switching. Switching of Cars to Industry and Team Tracks As noted before, the princi])al grade crossing hazard and inconvenience on Alameda Street occurs at the crossings of the princijjal east and west streets. It is true that the switching of s])ur tracks off the lungitudinal tracks in Alameda Street is also a source of delay and inconvenience, but since the train is always within good view, there is less possibility of col- lision and accident. A very large sum of money has been invested in Los .\ngelcs in ware- houses and other industrial property. The value of this property is con- siderably influenced by the existence or the possibility <>f a s])nr track. .•\side from the investment, the cost of doing business is also largely de- pendent upon the existence of track facilities. We have concluded that it would be unwise to materially disturb the present spur track facilities with which shippers have provided themselves. Over a considerable period of time it may be possible to readjust the trackage, but this must be the result ot slow and gradual change or growth and cannot be accomplished at once. We are confronted, then, with the necessity for a com])rehensive plan to- ward which all eft'ort in the future may be directed. At the same time, we are of the opinion that a great deal can be accomplished at present by reduc- ing the switching ninxcnient across the ])rincipal east and west streets. Regardless of the establishment of a union station, the switching of traffic mav be reduced by dividing .Mameda Street into two sections. On account of the heavy traffic on Seventh Street, these sections shoidd lie north and south of this street. Cars destined to points south of Seventh Street should be switched to the .Mameda Street tracks via the tracks of either the Santa Fe or the Salt Lake along the river and via the track of the latter along P.utte Street and not i)ass along .Mameda Street at any point north of Seventh Street. This would reduce the number of cars crossing Seventh Street and every street north thereof by about 13,000 cars per year. 214 Los AxGELES Terminal Investigation The section north of Seventh Street may be divided into smaller sec- tions. Aliso Street, because of the heavy interurban traffic movement, seems another natural division. Cars north of tliis point could be switched as at present. Between Aliso and First Streets, where appro.ximately 3,400 cars ])er year are switched to Southern Pacific industries, the Santa Fe could handle this, using the Southern Pacific spur on Jackson Street which is not in use at present, and the Santa Fe tracks along the river. This would aflford access to this district between Aliso and First Streets from the river by means of a track that is not now used. Inasmuch as cars destined to Los Angeles industries are delivered with- out e.xtra charge no matter on whose rails cars enter Los Angeles or on whose rails they are delivered, it w^ould seem as if this interchange of service could be extended beyond the present limits to the point where the cars would be delivered by the road whose tracks involve the fewest number of grade crossings. Between First and Seventh Streets, where about 6,700 cars per year are set to industries located on Southern Pacific rails and where about 2,800 cars are set in the Southern Pacific team yard at Fourth and Alameda Streets, the Santa Fe could also handle this business. This would require merely the construction of a short connecting track between the Santa Fe's tracks between Sixth and Seventh Streets and the Alameda Street tracks. The same result can be accomplished by the use of the present Southern Pacific spur track near the Los Angeles market ]>roperty. Traffic condi- tions, as they would exist were these recommendations carried out. are ,-hown on the lower part of Fig. 69 on page 210. There remains a consideration of the proposed herringbone system of spur tracks as submitted to the Commission. Messrs. Hamlin, Howell, Storrow and others suggest the elimination of the longitudinal tracks of Alameda Street and the substitution therefor of east and west switching limits on private rights of way with suitable connections with existing indus- trial tracks. We are unable to join in this recommendation. From the point of view of safety and convenience to street traffic, we believe that a longitu- dinal track on a street is less dangerous than a series of tracks crossing a street. The situation that would result on Alameda Street would be par- ticularly disadvantageous because these herringbone tracks would emerge from what would be practically narrow alleys, giving a poor view of trains about to cross the street, and because further with the elimination of rail- way traffic as proposed in other recommendations vehicular traffic on this street undoubtedly will show a very material increase. The relative impor- tance of this herringbone system is also to be considered. This matter will be taken up elsewhere in this report. The Southern Pacific also appears to have a perpetual franchise on Alameda Street, and this is a legal factor that should not be overlooked. Alameda Strket Grade Crossings M5 Recommendation For Reduction of Freight Switching We believe, therefore, that the best solution lies in a reduction to the lowest point of the amount of railway traffic on Alameda Street rather than in the entire elimination of the tracks. In fact, we are of the opinion at this time that the maintenance of longitudinal tracks on Alameda Street is a necessity, and that a removal would be against the best interests of the City. The efifect of the ])lan ])roposed by us is indicated in the following table which shows the possibility of an elimination of not less than 87 per cent of the number of freight cars switched at present along .\lamcda Street. PROPOSED REDUCTION OF FREIGHT SWITCHING ON ALAMEDA STREET ACROSS PRINCIPAL EAST AND WEST STREETS THROUGH REROUTING OF PACIFIC ELECTRIC-SOUTHERN PACIFIC JOINT AND TRANSFER BUSINESS AND RE- ROUTING SOUTHERN PACIFIC INDUSTRIAL SWITCHING OVER SANTA FE TRACKS ALONG RIVER AND EAST AND WEST LEADS No. of Frt. Cars Swtchd. per Year Street Present Proposed Macy \S2.(M)() IJ.nOO Aliso 166.000 First 170,a)0 Second LS3.000 6.000 Third 150.000 10,000 Fourth 141,000 I9.(X)0 Sixth 141.000 19J000 Seventh 140.000 Eighth 132,000 8,000 Ninth 92.0(10 10,000 Summarizing further and taking into account the reduction in freight switching of 90 per cent (which is conservative) we have a reduction (if all train movements, which may be tabulated as follows: ESTIMATED RESULTS OF PROPOSED ELIMINATION OF RAILROAD TRAFFIC ON ALAMEDA STREET Proposed Reduction Class of Train North of S. P. South of S. P. Reduction Number Ratio Ud.dlKI 927c 166.IHK1 100% 160,000 100% 147,000 96% 140,00) 93% 122,000 87% 122.000 87% 140.000 100% 124.000 84% 82.(K)0 89% Movement Station Passenger Trains 24% Freight Trains 7% Passenger Switching 6% Freight Switching 30% Light Road Engines 30% Station 4% 10% 43% 30% 10% 97% Total Proposed Reduction 97% The .1 per cent of remaining traffic consists of freight switching only. We are satisfied that a reduction of the railroad traffic on Alameda Street to 3 per cent of what it has been will prove satisfactory to everybody con- cerned for ni;inv vears. CHAPTER IX. OUTLINE Grade Crossings Between Los Angeles and Pasadena Proposed Pasadena Alunicipal Line Crossing of Pacific Electric and Huntington Drive in Rose Hill District Crossing of Mission Road and Alhambra Avenue Crossing of Butte Street and Santa Fe Avenue Crossings Introduced by Engineering Department Plan for Union Passenger Station at the Plaza Macy Street and Station Yard North Main Street and Redondo Street Crossing at Mission Road and Elliott Street CHAPTKR IX ELIMINATKJX OF OTHER CROSSINGS AT T.RADR GRADE CROSSINGS BETWEEN LOS ANGELES AND PASADENA There are many grade ero.ssinl UK A HOlU Sdutliern Pacitir traek.s on Alhanibra Avenut* crossing Mission Road at tliis point ju.st before the latter Inanehes into Valley Boulevard, leading to Pomona and San Bernardino, and Huntington I>rive, leading to Pasadena. At present, the crossing of Mission Road and Alhamljra Avenue is III it exceptionally dangerous. This is due, princiiiallv, to the fact that there are maiiv paved streets intersecting at nr near this |)oint, as shown in the photograjjh above. A driver of a vehicle, therefore, can swerve into one of these streets instead of trying to stop if he should be in danger of being struck by a train. .\lso, the view of the tracks fmni Mission Road is very good. We do not recommend that any improvement of these crossings be undertaken at present. Some time in the future, how- ever, the traf^c on Mission Road will jjrobably be heavy enough to re- quire the separation of grades, and such se])aration can be accomplished by several means. The matter should be left for future study. Whatever method of separaticm is adopted must take intci account the sitnatiun with reference to streets further west. The matter is further discussed in Clia])ter XII in connection with the union passenger terminal i)roblem. LdS Ancki.ks Tekminai. Invkstigation CROSSING OF BUTTE STREET AND SANTA FE AVENUE Uur plans for rerouting the Southern Pacific through freight. Southern Pacific switching and Southern Pacitic-Pacitic Electric, Salt Lake-Pacitic Electric and Santa Fe-Pacilic Electric interchange increases very materially the traftic on Butte Street and crosses Santa Fe Avenue. Santa Fe Avenue is now a very busy street and, in view of the growth of the City of \"ernon as an industrial center, w-e expect a rapid increase of vehicular traffic along Santa Fe Avenue. We have, therefore, come to the conclusion that this increase of railroad trafiic on Butte Street and of vehicular traffic on Santa Fe Avenue requires the separation of railroad and street grades at this point. o a. 2I5°6 2142 TOE OF SLOPE TOP OF SLOPE SANTA FEL AVE: 13 z If) < CITY DATUM. PRESE.NT GRADES ARE .-,,., ««, "^" S SI UNDERSCORED. ^•1 '3%GRADE Wr**^- f^J- *^ ? ?sV GRAD E . T' ' jmty^«^''t ' ^*tm ' >/i.vM^'ymiy^/!.^9M^'.y/.wi.~"vj,^i te ' m ' «^w,-\<^*v*w/^V/A' ' >'^ ' ''i* ' ' ' '• i''' ^'- ">-'' ''' vertical scale same AS HORIZONTAL SCALE IN FEET 50 100 L0N6ITUD1NAL SECTION PLAN FOR = SANTA FE AVE, SUBWAY 200 AT BUTTE ST LOS ANGELES CASE 970 APR 1919 N0,ll-6 I'aiifuruia itailn ad roninib^i'iii Engilu-ering Di-pl. FIG. 72. Pl,.\>' .\ND ELEV.\TIOX FOU S-VNT.V FE .WENIE SIBW.W AT HI TTI': STREET The elimination of this grade crossing is re^iuired because of the importance of Santa Ke Avenue as a thoroughfare and because of the plan to divert the freight trafBc from Alameda Street to the river tracks via Butte Street. The land is generallv level in the immediate vicinit)' of this crossing, with a gentle slope to the south. Santa Fe Avenue is at present very little above the bed of the Los Angeles River at Btitte Street, as the river bed at this [joint is somewhat higher than it was a few years ago. It is, there- fore, desirable to depress Santa Fe Avenue as little as possible. It is proposed to depress Santa Fe Avenue about 5.0 feet. The ap- proach inclines will extend from \\"ashington Street to about 120 feet north of Leonard Street. The present storm drainage is on the surface of this street, and this depression will not interfere with this scheme for E(.iMiNATioN OF CROSSINGS Betwkkn Los Axgeles .WD Pasadena 225 disposal of flood waters, as the street surface water can be carried around the subways. The local rainfall can easily be drained. The present Salt Lake track descends from Redondo Junction to Santa Fe Avenue on a grade of 0.37 per cent, and would be raised 12 feet higher than the present grade at Santa Fe Avenue. With this arrangement, the grade will become +0.66 per cent, and between Santa Fe Avenue and .\lameda Street, — 0.49 per cent. These grades are satisfactory for the service which would be operated over this line. The only service which would be materially affected by grades along this street are the through Southern Pacific freight trains to and from Los Angeles Harbor and the .\nahtim Branch. It is estimated that this improvement would cost $37,860, CROSSINGS INTRODUCED BY ENGINEERING DEPARTMENT PLAN FOR UNION PASSENGER STATION AT THE PLAZA There are no crossings at grade in our plan for a union passenger station at the Plaza, with the exception of North Spring Street, which has been replaced by North Broadway as a main thoroughfare, Macy Street and Station Yard As noted elsewhere, it is proposed that no highway bridge be provided at Aliso Street and the Los Angeles River, and that Macy Street be the entrance for the Mission Road traffic into Los Angeles, At Macy and Lyon Streets, this traffic w'ill divide: Broadway and Hollywood traffic will con- tinue along Macy and the other traffic will turn into Lyon Street. It will be necessary to construct a viaduct to carry Macy Street across the proposed station yard to the intersection of Broadway and Sunset Boulevard. At present Macy Street ends at North Main Street. The plan provides for continuing the viaduct over North Main. North Spring and Xew High Streets, and down to grade at North Broadway. The plan also provides for rerouting the Brooklyn .\venue line through a street railway tunnel in Broadway, as discussed in detail in Chapter IV. The construction of this viaduct will enable this traffic to reach the business portion of the city un a direct route entirely free from grade crossings of either steam or interurban railroads and would provide a direct route between Sunset Boulevard and Mission Road, between which streets there is already a rather heavy vehicular traffic. This viaduct is estimated to cost $730,901, exclusive of lands. < o s «■ X B. s o U J= X •^ H ^ s >. tn d ai S O •a < t" a 2 ^ t. •M o P- ?; o3 le T) o BJ ;e > P a es o s ty > *j r/j r h< 3 o 7. B ^ a <: > o o H u ~ ',T ^ H ^ s d 6. ^ S5 £ c -^ a * s £ D r r 2 ^ = S ? I" to t/i — o 25 >< z 9 I- UJ |5|1 u > ri L ■- i. z rt a j= X Z H c 2 '3 228 Los AxGiiLES Tkrminal Investigation The approaches are of the same general type as proposed for the bridges across the river. The viaduct across the station tracks can be built of concrete without materially affecting cost of the approaches. North Main Street and Redondo Street The use of the present Southern Pacitic freight yard as a coach yard is proposed, the connection between the coach yard and the station yard being made just east of the east line of Redondo Street, at Main Street. The constant switching of passenger equipment between these two yards will make it necessary to eliminate the grade crossing at this point. We iiave. therefore, made plans and estimates for a viaduct to carry Main Street over the tracks. In this plan the tracks are depressed approximately 7 feet below their present elevation and the street is raised about 18 feet. The tracks are removed from Redondo Street and placed just south of the street, in order to keep the foot of the northerly approach as far south as possible, to the end that property damages may be kept at a minimum. The rate of grade on the viaduct has 1)een limited to 4 per cent, as is the case with all street viaducts considered in this report. The construction of this viaduct and of a viaduct carrying Main Street across the tracks at the Los Angeles River will ])rovide a direct route on a wide street, with no grade crossings of either steam or electric interurban roads. This viaduct, it is estimated, will cost approximately $359,536. It should be built at the same time as the union station. Crossing at Mission Road and Elliott Street Pacific Electric freight cars from points east of the Los Angeles River are now delivered to the Southern Pacific at Macy Street transfer (Aliso and Lyon Streets), are hauled by the latter road along Alameda Street and are delivered to the Pacific Electric at either Eighth and .\lameda Streets or Clement Junction (Twenty-second and Alameda Streets). Both direc- tions considered, about 35,000 cars per year are so moved. Other cars are transferred directly to the Salt Lake at Anderson transfer (Elliott Street and Mission Road). These amount to about 1,200 per year. Still other cars are transferred to the Santa Fe at Aliso Street on the west bank of the river, about 1,500 per year in number. If these cars are rerouted, as is necessary if the recommended subway is constructed in Main Street, using the Salt Lake tracks between Elliott Street and the Pacific Electric tracks at Santa Fe x\venue and Butte Street, there would be about 40.000 cars crossing Mission Road at Elliott Street each year. This would be undesirable as a permanent arrangement and should not be permitted. If an elevated road were built from the Pacific Electric station to Brooklyn Avenue and to Fourteenth Street, it w^ould be possible to run freight cars on this elevated route by a curve or by switching back to the junction near Sixth and Alameda Streets. This plan has the advantage that 230 Los AxcELiis Tkkminal Invi:sth;ation the cars would remain on Pacific Electric rails all the way. On the other hand, the grades and curves would be such that freight could be moved only at certain times, probably at night, because of interference with passenger trains. For the present, switching back at the junct'un would probably be satisfactory. Ultimately, however, these freight movements would become too great a handicap on the increased passenger business and would become a nuisance on the lines at grade south of the elevated tracks. Under these circum- stances we have, as above stated, proposed rerouting over the Salt Lake tracks. To avoid the freight movement across the Mission Road at Elliott Street we have proposed a new route, leaving the east bank of river tracks just north of Macy Street, turning to the northwest and paralleling Mission Road, then crossing under this important street near the present oil tank in the Southern Pacific shop yards. Connection with the Pacific Electric Echandia yards on the east side of Mission Road would then be made. The cost, including transfer tracks and based on rather incomplete data, is estimated at $141,392. .As noted in the early chapters of this report, the question of the elimination of grade crossings of the Pacific Electric Railway system transcends in importance that of the steam lines. The system is so far reaching in extent that to provide for complete elimination would require capital for beyond the financing capacity of the company. At least a be- ginning should be made, however, in order to reduce the numlier of ac- cidents, without sacrificing speed of operation. The damages from a single accident may wipe out the profits of a line for a considerable period of time. The logical place to make a beginning in the elimination of crossings at grade is at the business center and from that point outward, and improve- ments in rapid transit proposed in Chapter I\' will not only reduce con- gestion by through routing, but they will tend to remove these high speed lines from the streets. The step of first importance is the sulnvay in Main Street, which has been recommended for imm?diate construction. PART III-UNION PASSENGER TERMINAL Chapter X— Desirability and Requirements of a I'nion Passen- ger Terminal. Chapter XI-The Site for a Uni(,n Passenger Terminal. Chapter X 11— Plans Presented for Union Terminal. Chapter XIII— Plan for Union Passenger Terminal at Santa Fe Site. Chapter XIV— Plan for Union Terminal at the Plaza. CHAPTER X OUTLINE Present Passenger Stations Southern Pacific Stations Santa Fe Station Salt Lake Station Pacific Electric Stations Desirability of a Union Passenger Terminal Steam Railroad Traffic Studies Passenger Traffic Passengers Using Street Cars Growth of Passenger Business Automobile Stage Passengers Passengers Transferred Between Depots Electric and Steam Road Passengers Passenger Trains Baggage, Mail and Express Baggage Express Mail Requirements for Union Passenger Terminal General Requirements of Site Physical Requirements of Site Size of Site Mail Facilities Baggage Facilities Coach Yard Engine Terminal Time Required to Reach Different Sites Distance of Site From Business District CHAPTF.R X. DESIRABILITY AND REQUIREMENTS OF A UNION PASSENGER TF.RMINAL PRESENT PASSENGER STATIONS At present there arc six passenger statmns in Los Angeles: Steam Roads. Southern Pacific: 1. Arcade Station. 2. River Station. Santa Fe: 3. La Grande Station. Salt Lake: 4. Passenger Slation. Electric Interurban. Pacific Electric: 5. Main Street Station. 6. Hill Street Station. Location East Fifth Street and Central .Xvenue. Nortli Spring and .\nn Streets. Santa I'e .\venue between East First and Tliird Streets. East First Street and Los .Xngcles Kiver. East Sixtli and South Main Streets. Sout!i Hill .Street near Fourtli Street. Southern Pacific Stations The Southern Pacific Arcade Depot lias been in service since 1914. .\ii- thorization for its construction was requested of the Commission in Applica- tion No. 793 and was granted in Decision No. 1019, dated November 23, 1913. By this decision the Commission authorized the Southern Pacific Company to tear down its then passenger station and to erect the present depot in lieu thereof, and also to take uj) and rearrange trackage as much as necessary. The station which preceded the Arcade Depot was built in 1SS4 at a location slightly to the east of the present station, (iround for the new depot was broken on March 28. 1914. The ticket office and the baggage room were oi)ene(l on May 2, 191. \ and the structure was officially completed on June 12, 1915. Prior to the filing of the above application by the .Southern Pacific Com- pany, -Mr. W. H. Daum entered a complaint with the Commission, alleging, in substance, that the Southern Pacific was operating its steam line railroad into the city over Alameda Street and in so doing was crossing at grade sev- eral important streets between Main Street and Ninth Street; tliai tiie opera- tion of trains along Alameda Street was a serious inconvenience and danger to the public using the cross streets; and that the building of the depot would result in the prevention or delay of grade separation at these crossings. The complaint of Mr. Daum was heard first, and immediately afterward a hearing was set in the ap])lication of the Southern Pacific Company for ap- proval of its plans for the new dejxit. It was agreed by all parties that any relevant evidence introduced at either hearing nnght be considered as apply- ing to both hearings. Desirahii.ity of Union Passenger Tkk.mina:. 235 At these two hearings Mr. Daum a])])eared and made ol)jection to the approval of the depot plans insofar as such approval would interfere with or delay the separation of grades at the crossings complained of. The City of Los Angeles appeared and consented to the approval of the plans for the depot, provided that such approval would not delay or prevent the separa- tion of grades at dangerous and olijectionable crossings. The engineer and the architect fur the Southern T'acific Company testified that with an expen- diture of $10,000 the new dcpcit could be adapted to separation of grades if the tracks of the Southern Pacific were elevated or depressed. The following stipulatimi was filed (Case 467, trans, p. 229): "Agreement: For the purpose of settling the controversy whicli has arisen in connection with the erection of a new passenger station on the site of the old Arcade Depot in the City of Los Angeles, California, the Southern Pacific Company and the Southern Pacific Railway Company, by their duly authorized officials, hereby stipulate and agree with the City of Los Angeles that, in consideration of the withdrawal of all objections to the erection of said passenger station, in accordance with tlie plans and specifications heretofore submitted, modified and agreed upon, and the pas- sage by the city council of the City of Los Angeles of the necessary ordi- nances to permit the erection of said depot, they will not urge any objection to the consideration of or the abatement of grade crossings on Alameda Street, by the depression or elevation of the railroad tracks belonging to the aforesaid company, by reason of the erection of said passenger station in accordance with the plans and specifications hereinabove mentioned, or any modifications, or either of llicni, incident tliereto. Dated at Los An- geles, California. " Taking cognizance of the facts that at that time Los Angeles was urgent- ly demanding this new depfH. that considerable time wimld be required to build it and that, as was agreed from the evidence and the stipulations above mentioned, the erection of the depot would in nowise dela}' or ])revent the separation of dangerous and object.ionable grade crossings in the C'ity of Los Angeles, it was recommended that the ajjplication be granted. The Cnmniis- sion thereupon authorized the construction of the new depot in accordance with plans and specifications filed, ])rovidcd that this decision "simuld never be used as a defense against the separation of grade cr<.)ssings in the State of California." The principal physical data regarding the [iresent Arcade !)ci)ot will be found in the Appendix. Tlie central or concourse part of the building is class "A" reinforced concrete constructi -iin: »i iiv> v\> vr TI,P«p siihwavs lead from taeli pUUIoini, bctweLn tiaL-ks, .l..wn t.. a larger subway whici, ties tranYve'-.L to the station tracks. They are 7 feet wide in the clear and have a grade of 15 per cent. 238 Los Angeles Tiirmikai. Ixvesticatiox ])lan I'cir a station located at the side of the tracks, for there is less climl)iiig than in any other scheme where the passengers are restrained from crossing the station tracks. The track le\el is reached by side subways from each platform, requir- ing a climb of ten feet. Ramps are used here also, there being no stairways for the use of passengers. Platforms are of asphalt, with concrete curbs. They are slightly above the le\-el of the top of the rails and are connected at several points for trucking i^if baggage, mail and express. FIG. SO. SOI THKlt.V PACIFIC STATIOiN VAKU FliO.M FOURTH .STHEKT This view, talten from the north end o( the yard, shows the concrete umbretla sheds, station platforms and trains. Tlie depot building is on the riglit. The platforms are covered by concrete "butterfly" sheds 720 feet long, the platforms being somewhat longer. Since the side subways branch both ways from the main subway, it is possible to open the subway nearest to the rear end of the train where the ])assengers ride. In this way, the north side subways are used for incoming trains from the north and the south side suli- ways are opened for trains leaving for the north. By the use of difterent tracks, it is possible to keep the incoming and outgoing streams of passen- gers separate. This also ])rovides a means of sejjarating the passengers from the hand- ling and trucking of the baggage, mail ami express, the interference of which is to be avoided, both for safctv and conxenience. Dksiuahii.itv (IF L'.VKix Passenger 'I'eumixai. 239 FIG. 81. EXIT SIHWAY AT SOITHEK.V PAflKIC ST.4TI<>i\ Passengers leave the subway level beneath the station tracks and rise to the level of the main Hoor on this incline. The iron fence at the left separates incoming from outgoing passengers, passage for the latter being at the left of the fence. Baggage is handled in the north wing: a second-floor baggage room has been provided but is not at present used. The third floor of this wing is used for division offices. The restaurant is located in the south wing and has a higli ceiling, extending up to what, in the north wing, is the third floor. FIG. S2. SOIITHEKN l-AflFIC STATION V.\RU — SOITH ElMU This is another view of the concrete umbrella shells and station tracks. By some, these are termed -biitternv" sheds, "umbrella" being applied to those where the roof .slopes down from the middle. Tracks slope down toward the reader from the end of the sheds. 240 Los Angeles Terminal Investigation Above the restaurant is oftice space, vacant at present, which lias l)ecn jiro- vided for the Salt Lake when, as contemplated in the Southern Paciiic-Salt Lake Plan, this road shall use the station. The main Los Angeles express station is located at Fourth Street and Central /\venue. The facilities at this station are even now considered in- adequate and will ha\e to he atlded to. There is no mail building, a small corner of the baggage room being assigned to this use. This room merely houses mail to be transferred from one train to another; no sorting" wdiatever is done at the station. The largest part of the mail is hauled to the main postoftice near the Plaza, although some is taken direct to Station "C" on Los Angeles Street, near Fifth Street. The Southern Pacific Company has furnished us the following data with reference to the cost of present depot and ajipurtenances, excluding land. AUDITOR'S RECORD OF COST OF ARCADE STATION AND FACILITIES Station building and furnisliings $345,026.24 Umlirella sheds 30,1 12.66 Subway 54,939.65 Sewer, lights and water 42,837.74 Trackage 117,138.84 Paving 28,779.97 Steam plant 15,325.76 Incidentals, including telephones, etc 12,267.54 Total— K.xcluding Coach Yard Structures $646,428.40 In this statement we are ad\ised that interest charges are inchnled in the various items. No further detail is a\-ailable, excejit that the furnishings cost about $18,000, included in the first figure above. l)i:sin \i'.n.Ti>- 111- ['\i(i\ r \ssi-:\(;i:r Ti-ioi i\ \i. _')1 FIG. S3. SOITHEUX l'A«-|Fir RIVBK STATION This structure was purchased and put into use as a passenger station about 1881. At tliis time it is largely devoteil to freight yard offices, although a waiting room is maintained and some of the local trains make this stop. It is located at the corner of Solello and Nortli Spring Streets. The present River Station nf the Southern Pacific Company was at one- time this road's princi])al station in Los Angeles. It is now used chiefly as a freight yard headquarters, altluiugh a small waiting room is maintained and some of the local trains stop at this jjoint. DEsiRAr.ir.irv of L'nion Passenger Termixai. 243 Santa Fe Station The Santa Fe La (irande Deput on Santa Fe Avennc at Second Street is a brick building (Class "C"). Iniill in 1893 but enlarged at various times since. It will be noted from the statement of its principal characteristics in the Appendix that this depot jjrovides scant facilities for the u>e of jias- sengers. The cost of the building is unknown, but an estimate of the cost of reproduction under normal conditions is $45,000 for the building, exclusive of furniture, and $5,000 for the various surroundings such as (ornamental fence, paving, parking, furnitiu-e, etc.. a total of $50,000. We consider this structure inadequate for joresent needs. SANTA KK STA'IIIIX — lilOVU VIKW DlCSIKAP.II.llV DF L'.MON PASSF.NflKR TlvK.M I NAI. 245 Salt Lake Station The Salt Lake passenger station was built in 1891 and was added to sub- sequently. Its cost in unknown, but it is estimated that under normal con- ditions it could he built for $10,000. This dejjot is a frame building, given over, principally, to division offices, and furnishes very poor facilities to pas- sengers. The physical characteristics of this depot will be described in the Appendix. The SaltLake Railroad also maintains at Seventh Street and the Los Angeles River a shelter station at which local trains stop. This may be seen in a photograph nf ihe Seventh Street bridge on page KIG. S7. P.\riFIf ELECTRIC BUILDING — RE.A.R VIEW This eight-stor>- structure, located at Sixth and RFain Streets is tlie Pacific Electric's principal station. The \'iew also shows platforms and iinihrella sheds east of Los .-Vngeles Stveet, the tracks at this point being elevated some 16 feet above the level of the street. This improvement was made in 1916. Pacific Electric Stations The main depot of the Pacific Electric Railway is located at Si.xth and Main Streets in an eight story building fronting on Si.xth Street and extend- ing from Main to Los Angeles Streets. This building, kiiciwu as the Pacific Electric Building, is given o\er to offices and stores e.xccpt for the base- ment, which is used as a garage, and a large part of the first floor, which is used as a wailing room. l{xten'arecti\e of local or personal interest, there is opportunity to locate the station efficiently with reference to local rapid transit lines, the main streets and the business center, and economically close to the coach yard and mechanical facilities. This opportunity has been taken full ad\antagc of in this report. 9. Los Angeles is recognized as a tourist city, and it is eminently fitting that there should be a union station in keeping with the imjiortance and peculiar character of the City of Los Angeles. This is not only a matter of local pride, but is a cjuestion of definite advertising value because of the im- pressions given tra\ellers entering and leaving the city. The importance of this feature is well illustrated by an article on French Finance by Stoddard Dewey in the Atlantic Monthly (1908), in which it is stated that " a reasonable estlfiiate for the year 1907 of gold imported into France by travelers to be spent for hotels, transportation, amusements and purchases is $600,000,000. (*)ne-fifth of this sum may safely be set down as the share of the .Americans." In the "Plan of Chicago." published l)y the Chicago Commercial Club, the work of Mr. D. H. Burnham. it is stated that the work in civic improve- ment accomplished by Haussmann for Paris cost $265,000,000. .A recently completed union station at Kansas City cost $40,000,000, of which $11,000,000 was spent on the station itself. The C.rand Central Terminal in New York probably cost approximately S200.000.000. and the Pennsylvania Terminal on Manhattan cost approximately SI 1.^.000.000. .\lthough civic imitrovements on a large scale have generally been applied to cai)ital cities, it may be said that the need for scientific arrangement, particularly of railroad facilities, has been keenly felt in nearly all the larger cities. The solution of the transporta- tion problem in the city must necessarily precede other develoi)ments in the city plan. The valid arguments against a union depot are few. In Los Angeles there are only two that appear to us of merit. 1. Local and private interests may be adversely affected by a change from present conditions to a union terminal. There are bound to be objec- 250 Los Angeles Terminal Investigation tions to any change where property and business values may be disturbed, and sucli objections are entirely legitimate: A change is justifiable unly if benefits to the many outweigh the disadvantages to the few. In Lcis An- geles, the disturbance in values of property other than railroad property will be practically negligible, and there is not the slightest doubt that the benefits will be far greater than the losses. As to railroad property : any terminal scheme should, in its financial aspect, be so worked out that no carrier is the loser. The existing peculiar ad\antages of each road should be recognized and allow-ed for in the adjustment of debits and credits, of capital and oper- ation. In Los Angeles, we believe, this can be accomplished. 2. The cost of establishing such a facility {&• the main objection. This subject has already been touched upon. We may repeat that if the test were the profitableness — direct — of the investment, no union terminal and no other large passenger station should be built. But cost cannot alone be controlling, and the matter resolves itself into a question of policy rather than of engin- eering. It remains true, however, that a final recommendation can be made only if the cost is estimated. If the required expenditure is excessive, the arguments for the terminal must be overruled. The cost depends upon the location and upon the plan. This matter will be considered further. Leaving aside, for the moment, the item of cost, but taking all other aspects into consideration, it is our c< inclusion that the argument may be reduced to the statement that in Los Angeles, public necessity and conveni- ence require the establishment of a union passenger station. STEAM ROAD TRAFFIC STUDIES The passenger train traffic has an important bearing on the establish- ment of a union passenger terminal. The term "traftic" as here used, includes passenger trains and baggage and the express and mail handled on passenger trains. Passenger Traffic Taking up the subject of passenger traffic, we iia\e had two questions in mind: the number of passengers handled periodically by the steam railroads, and the relation wdiich this number bears to the number of passengers handled by tlie electric interurban road — the Pacific Electric Railway. In order to determine the number of passengers handled each year by the steam carriers, several lines of investigation were followed: First, the ticket sales on the three roads were ascertained. This data gave the number of tickets sold by the three roads at their uptown and depot offices for each month of the year, segregated between local and interline tickets. The revenue deri\ed therefrom was ascertained also. Table \'I in the Appendix gives this information in tabular form. This table shows that at least 696,882 passengers purchased tickets in Los Angeles and that the revenue was approximately $6.CXX),000. The table has several shortcomings, how-ever : Desikaiui.itv of I'mox I'assengkk Tkuminai. 251 1. The figures do not include tickets sold for a trip originatinK at Los Angeles if the ticket is sold by some road other than the three whose rails enter the city. 2. The ligures do not include the return portion of round trip tickets to Los Angeles. These must be many — probably in the neighborhood of a million — for Los .\ngeles is famous as a wintering spot, and prac- tically all this travel is on round trip tickets. 3. The figures do imt iiicliulc passengers entering the city and making use of a stopover before departing. 4. The figures do not include passen.gers who do not pay fare. 5. Tlic figures do not. of course, include passengers entering Los Angeles. These are in excess of those leaving the city. We next inquired of the carriers the number of passengers carried into and nut of Los Angeles. Tliis brought no definite information; tlie substance iif the replies was to the efiect that im records were a\ailal)le since this data was not kept in the ordinary course of o])eration. This was the reply of the Sotithern Pacific, which subm'itted. however, some monthly figures that were not in such f^ii >iiii;u OK UISTRIBITIOX THR«M <;ll THl-; l> \\ i STEAM HOAI) I'.\«»SK.\<;KRS The usual iiii. ruing and evening peaks are ^\i war conditions. The counts during the peiinds taken shows a niaximuni of slightly over 8,000 passengers daily. There are days, such as special holidays, however, when this figure is exceeded. We have no data bearing on this subjct, but may estimate that this figure is doubled to 16.000 on such days. Passengers Using Street Cars Some study was made of the number of steam road passengers making use of street cars as a means of transportation to and from the depots. The result of this study were, on the whole, unsatisfactory, but we will give them for what they are worth. A count made of passengers leaving tlie trains at the Southern Pacific Depot shows that 55 per cent of them immediately boarded Los Angeles Railway cars; 8 per cent boarded Pacific Electric cars, and 17 per cent passed into the station. This accounts for 58 per cent of the number of passengers leaving the train. The remaining 42 per cent either walked, rode by auto- 254 Los Angeles Ter^mtnai. Ixvestigatton „^,,l,jle — private or taxicab — or took one of the hotel busses. ( )n the same day. 61 per eent of the jjassengers at the Santa Fe Depot Imarded Los Angeles Railway cars. (Jn another date. 33 per cent of the passengers at the Southern Pacific Station boarded the Los Angeles Railway cars; 11 per cent l^oarded Pacific Electric cars; and 12 per cent passed into the station — a total of 53 per cent of the number of people who left the train. On the same day, 53 per cent of the number of passengers at the Santa Fe Station l)oarded Los Angeles Railway cars. Probably a much higher percentage of the steam road passengers (those who remained around the depot for a time, telephoning, securing baggage, dining or in quest of information of some kind) eventually boarded the cars. We have come to the conclusion that from 60 to 70 per cent of the steam road passengers make use of the street cars — an average of about 6,000 peo- ple daily. This is of importance in planning street railway facilities to and at a union station. The following tabulation compares the number of passengers carried on Friday, June 7. 1918, to and from the three steam road depots by the Los Angeles Railway only, with the number of passengers arriving and leaving on trains on Friday, .April 12, 1918. It will be noted that the same day of the week was taken, although we did not get the information from both sources on the same date or even the same month. In this connection, how- ever, it may be said that steam road business during these two months was apparently not very different. June business was only slightly less than that of April. STREET CAR AND STEAM RAILROAD PASSENGERS Passengers Passengers Carried to Arriving and from Sta- and Leaving Ratio of tion by Street on Trains on Railroad Cars June 7, 1918, April 12, to Street Friday 1918. Friday Differ- Car Pas- No. Ratio No. Ratio ence sengers Southern Pacific 5,753 M'/r 3,5J2 53'; 2.22\ ol'/r Santa Fe 2.868 30% 2.426 M/ . 442 86% Salt Lake 930 \0V, 738 1 1 % V)2 79% Combined 9,551 100% 6,696 100%r 2,855 70% On Friday. September 27, 1918, a count of passengers showed the fol- lowing results with regard to the number of ])assengers to and from Fifth Street and Central Avenue, the location of the Southern Pacific Station : DRSiKAun.nv of r.\inN- P.\ssf.N(;kk 'I'kkminai. 255 STREET CAR AND STEAM ROAD PASSENGERS— SOUTHERN PACIFIC STATION ONE DAY COUNT Passengers by Los An,i,'eles Railway 5.170 Passengers by Pacific Electric Railway 1.313 6,483 Passengers by Southern Pacific 3.792 Excess by electric roads over steam road 2,691 Excess by electric roads over steam road 72% It is cj|)\i(ius that a sjreat many more people go to and from the statinn than ride on the trains. These consist largely of persons employed in the vicinity, friends going to the station with travellers, and employees of the Soutliern Pacific Company who make their headquarters at the Arcade Sta- tion Similarly, for the average of eight days ending September 30, 1918, we may compare the passengers in the same way : STREET CAR AND STEAM RAILROAD PASSENGERS— SOUTHERN PACIFIC STATION EIGHT DAY COUNT— SEGREGATED BY DIRECTION Direction — Away from Los Angeles To the station by electric cars Los .Angeles Railway 2,535 Pacific Electric Railway 646 3,181 From the station by Southern Pacific 1,880 Difference 1,301 or 69% Direction — Into Los Angeles From the station by electric cars Los Angeles Railway 1,980 Pacific Electric Railway 614 2,594 To the station by Southern I'acilic 1,917 Difference : 682 or 367'; As a result of these studies we conclude that the street cars carry to and from the depots a great many more people than actually become steam road passengers — this is particularly true of the present Arcade Depot of the Southern Pacific— and that about (jO per cent of the steam road i)assengers use tlie street cars in going to or from the station. Growth of Passenger Business As an indication of the growth in the nuinber of passengers, the fol- lowing data on Southern Pacific passengers is offered: 256 Los AXGKI.KS TlsKMINAI. IWKSTir.ATIOX SOUTHERN PACIFIC PASSENGERS IN OCTOBER FOR THREE .... YEARS Approximate number of passengers Time to and from Los Angeles To From Total October, 1913 49.503 53.344 102,847 1914 37,365 40,669 78,034 1915 42.096 40.767 82,863 Average 42.988 44,927 87,915 Actual number of passengers April, 1918 (1>ased on 8-day count) 52,890 59,940 112,830 This study does not indicate any growth in the number of passengers carried in the three years for wliich the figures are gi\en, but apparently shows growth to 1918. This, we believe, is more seeming than real, for the data for the three years was submitted as approximate and was known not to include all passengers (passengers on through transportation and pas- sengers traveling on transportation other than pay tickets were not counted). Moreover, the traffic in Ajiril is particularly hea\y on account of returning tourists. The only conclusions we have drawn is that apparently there has been little growth, if any, in the number of passengers handled by the Southern Pacific. This may be borne out by the general statistics covering the state : REVENUE PASSENGERS CARRIED IN THE STATE OF CALIFOR- NIA BY THE SOUTHERN PACIFIC, THE SALT LAKE AND THE SANTA FE, 1912 TO 1917 Millions of Passengers Roads Southern Salt Year Ending Pacific Santa Fe Lake Total June 30, 1912 32.0 3.0 ... 35.0 •■ 1913 33.2 3.2 ... 36.4 •• 1914 33.6 3.1 0.7 37.4 •• 1915 34.0 11 0.6 n.i " 1916 35.6 2.6 0.6 38.8 Dec. 31, 1916 33.4 2.0 0.5 35.9 ■ 1917 36.1 2.1 0.4 38.6 Figures given for the Scjuthern Pacific fur the calendar year 1916 {i2),- 444, .ilO) include 21,131,983 passengers carried in the San Francisco transbay traffic. 'I'his is 63 per cent of the total number of passengers reported. With this large percentage, it sin mid he borne in mind that the fluctuations in this transbay traiSc have a large efl:"ect on the above figures, which are reported for passengers carried within the State. DKSIR.MilUTY OF U.NIOX PASSENGER TkRMINAI. 257 REGULAR FARE PASSENGERS CARRIED BY PACIFIC ELECTRIC RAILWAY AND LOS ANGELES RAILWAY, 1912 TO 1918 Road Pacific Los Angeles Year Ending Electric Railway Total Juiu- 30. 1912 60.841.521 122,702.682 183.544.203 " 1913 68.686,203 135.784..S07 204.470.710 '• 1914 70.678.719 169.872.064 240.550.783 •■ 1915 64.719.754 125.939.865 190.659.619 ■• 1916 63.3S0,.501 121.574.028 184.924.529 Dec. 31. 1916 61.861.184 117.336.924 179.198.108 •• 1917 65,028,315 123.074.300 188.102.615 ■ 1918 67.915,099 130,358,704 198,273,803 It will be noted that the year ending June 30, 1914, shows the largest number of passengers carried by both mads. The decrease which followed, as explained later, was no doubt the result of automobiles, both privately owned and those jiublicly operated. The latter class includes jitneys which were particularly effective in reducing the number of passengers carried on the Los Angeles Railway and which came into existence about the end of 1914 and reached the height of their career in 1916. It was stated that "in other communities, records show for local tran- portation and interurban transportation the demands increase as the square of the population." The statistics above indicate that for the five years 1912 to 1916 there was an increase of 6 per cent in the number of passengers carried by the Southern Pacific, which for the ratio stated, would correspond to an increase of 2.45 per cent in the population. It has been stated on com- petent authority that an analysis of the records of passenger traffic indicate that for the entire United States the traffic has been increasing approximately as the cube of the population (neglecting the depression of 1893 to 1895). With the local situation, however, it appears that neither of the above gene- ral statements, one with regard to the local and interurban transportation and the other with regard to the relation of population to passengers in the United States, are applicable to the local steam road transportation problem. Automobile Stage Passengers The reason for the apj)arent departure from the usual rate of growth in the number of passengers is found, we believe, in the lar.ge number of privately owned automobiles within the Los Angeles district and in the large amount of passenger traffic carried by the automobile stage lines. Figures recently furnished indicate that there are regularly employed about 140 automobiles in stage service in and out of Los Angeles, which carried during 1918 from 1,500,000 to 2,000.000 passengers, or approximately from 60 to 80 per cent of passengers carried by steam roads. Practically all of these stage passengers are carried across several grade crossings, and from 1.200.000 to 1,600.000 of them are carried across Alameda Street and over the tracks of the Salt Lake and the Santa Fe which lie adjacent to the Los Angeles River. 258 Los Angeles Tkk.minai. 1 n\ f.si kiai mx Passengers Transferred Beltaeen Depots Passengers transferred fri)m one depot to another (changed by us from a monthly to a yearly basis) were estimated by witness Titcomb as follows: Southern Pacific to Santa Fc 13,584 Southern Pacific to Salt Lake 2,208 Salt Lake to Southern Pacific 1,080 Salt Lake to Santa Fe 2,904 Santa Fe to Southern Pacific 14,400 Santa Fe to Salt Lake 7,200 Total 41,376 Based on an eight-day count, the number of passengers transferred on through tickets was fotiiid to he: From Southern Pacific 45,000 per Annum From Santa Fe 31,000 " From Salt Lake 2,000 " Total 78,000 " Another tabulation shows the relatiye nuiuber of passengers transferred as compared with the number of passengers arriying : Passengers Per Annum Road Arriving Transferred ' i Transferred Southern Pacific 097.880 44,895 0.4 Santa Fe 297,840 31.025 10.4 Salt Lake 350,035 1,825 0.5 Total 1,345,755 77,745 5.8 As these figures were taken under unusual C(jnditions (shipyard travel on the Salt Lake vyas unusually high and genera! trax'el was discouraged) it was thought that the ])ercentage transferred vyas abnormally low at that time (October, 1918). Furthermore, since these figures do not include passengers who go from one depot to the other and at the latter purchase a through ticket, which fig- ures we could not obtain, and since these must lie considerable, it was thought that lurther inquiry would result in no additional useful information. \\'e estimate that normally aluiut 10 per cent of all passengers transfer from one station to another. Electric and Steam Road Passengers As it a]jpeared advisable to consider the relatiye number of passengers tras cling over the steam roads and the electric interurban line (Pacific Elec- tric Railway), we ascertained this latter information for the year 1917. W'e endeavored to estimate the number of passengers entering and leaving Los Angeles and to exclude the passengers who paid a fare of five cents, but finiiul th;it the underlying data was not susceptible of exact analysis except at the expense of more l;il)or than was thought justified. Dksirahii.ttv of Union Passkxwcr Ticrminai, 259 T!ie munhcr was estimated hy tlie Pacific I-:iectric Railway by deducting- five per cent from the total numl)er of passengers carried but is modified by using a ratio based on exact segregation for one day for two of the lines which did iiKist (if the five cent l)usiness. The following tabulation gives a comparison of the steam and electric railway ])assengers (hiring 1917, with the limitation above noted : STEAM AND ELECTRIC RAILROAD PASSENGERS LOS ANGELES, 1917 Number of Passengers Ratios Pacific Electric Riiihvay 35.000.000 92.7% Steam Rnads 2.750,000 1.1% DiftVreiice 32.250.000 85.4% Total 37.750.000 100% W ith these figures before us. the conclusion was evident that the electric interurban passengers should have as much, if not more, consideration than the steam road passengers. It may he argued that the electric road passen- gers are practically all comnuUcrs and that they are therefore not entitled to as much consideration as the man who pays more fnr his ticket. Against this, we may say that the average ticket sold in Los Angeles appears to pro- duce to the selling line ahnut $8..^0. which is considerably less than the aver- age commuter pays per half year; and we estimate that a large percentage of the Los Angeles passengers on steam trains ride ni»t oftener than twice a year. Passenger Trains The number of passenger trains is essential in studies nf plans lor a union passenger depot and is also important in traffic studies at grade crossings. W'ith these objects in view, a study was made of passenger trains on the three steam roads entering Los .\ngeles, together with a study of the equip- ment used and the length of trains. The time tables effective on December 31, 1917, and June 2, 1918, were used as a basis for the following tabulations. Further detail appears in Tables I\' and ^'I1 in the .Appendix. NUMBER AND DIRECTION OF SCHEDULED PASSENGER TRAINS LOS ANGELES, 1917 AND 1918 Directions Southern Pacific Santa Fe Salt Lake Combined Outbound 1917* 1918* 1917*1918* 1917*1918* 1917* 1918* North .. 18 (6XE) 15 (6.\'E) 7 4 4 2 29 (6XE) 21 (6NE) South ..2 2 9 7 6 6 17 15 Total 20 17 U) 11 11) 4(1 36 260 I-os Ani-.eles Terminal In\'I':si'I(;ation Inbound Nurth .. 18 (6NE) 15 (5NE) 5 3 5 2 28 (6NE) 20 (6NE) South ..2 2 11 8 7 6 20 16 Total ..20 17 16 11 12 8 48 36 Total Norlh .. 36 (12XE) 30{12XE)12 7 9 4 57 (12\Ei 41 (12NE) Somli ..4 4 20 15 13 12 47 31 Total ..40 34 il 22 11 16 94 72 *iyl7— December 31, 1917: 1918— June 2, 1918. In the aljove table, and, in fact, in all discussiums nf ])asseng"er trains, mixed traii'..s, Sunday (ir Saturday 1 nly, weekly or other trains which tlo not run six or seven days per week are not included. North or sou'th meatis the direction toward which the train starts or from which it arrives, in the im- mediate vicinity of depnt. ¥nr example, a Southern racitic train to either Burhank tu^ T'omona is north, while one to Santa Ana is south; a Santa Fe train to San Bernardino \ ia Pasadena is north, though one via Fullerton is south; a Salt Lake train to Pasadena is north and one to Riverside is south. The figures (6NE) indicate that of the eighteen (or fifteen, according to the date) trains shown, six go out \ia Alhanihra A\enue and the i>ther twelve (or nine) go out via Burbank. Further study has been made into the history of the nunrber of trains. For this purpose it has proved advisable to segregate passenger trains into through and local trains, a through train being one with a run of o\'er 100 miles and a local train being one with less. The reason for this developed after a preliminary inquiry, which showed that 1917 comparetl with 1907 as follows : In 1917 more through passenger trains existed than in 1907. In 1917 fewer local passenger trains existed than in 1907. In 1917 fewer passenger trains existed than in 1907. .\fter this inquiry a detailed study was made, the results of which are shown graphically in the above chart Fig, 91, The followmg may be ex- tracted from this chart, "Local Trains" l)eing taken as those with a run of less than 100 miles : GROWTH AND NUMBER OF PASSENGER TRAINS Road and Number of Trains Southern Santa Salt Class of Train Pacific Fe Lake Combined Through 1917 34 22 6 iZ Through 1907 11 10 4 36 Gain 12 55% 12 120% 2 507o 26 62% Local 3Z 16 19 67 Local 6 10 16 32 Loss 26 817c 6 38% 3 16% 35 52% Desirability of Uxiox P.\.ssi;ni;i:r Tkkmtnai ZCA Through and Local 1907 5A 26 23 103 Through and Local 1917 40 32 22 94 Loss 14 26^* *6 •18% 1 4% 9 9% *Gain. The reasons for these differences are apparent when it is recalled that the increase in population would require an increase in the number of trains and that the extension of lines by the Pacific Electric, influenced in ^veat jiart, no doubt, by the assunijitidu of cnntml nf this ruad by the .Snuthcrn Pacilic, has diverted the local !)usiness to the electric road. The autonmbile stage and private automobile, in turn, have taken some of the local traffic of both the steam and electric interurban roads. The nimiber of passenger trains per day in the future is necessary for the determination of the number of tracks necessary, not only of station tracks but also of approach tracks. In the above drawling, the period 1907 to 1918 is a record of actual growth and corresponds with the period in Fig. ''1 on page 2()2. The line is a])])arently so irregular that it cannot readily be used, except roughly, as a basis for mathematical analysis to forecast the future from the past. For the through trains we have, therefore, drawn three straight lines to a point twenty years hence. The upper line gives what may be called the maximum number of through trains in 1937, the middle one represents our idea of ]jrobable growth, and the lowest one gi\es the least that can be ex- pected. This method of ft)recast gives, then, the following results: Maxinuini number of through trains in 1937 — 185 Probable —140 Minimum " " " " " " — 83 Looking at the question from another angle: if the ]5o]nilation of Los Angeles in 1917 was 600,000, the population per through train would be 9.700: in 1907, if the population was 200,000 and the number of through trains was 36, the population per through train would be 6.100. In Chicago in 1913 there were 593 through trains, which, combined as above, with a population of ap- proximately 2,500.000, results in the figure of apijroximately 4,200 per through train. As the passenger business in Chicago must consist largely, or to a considerable extent, of passengers who pass through the city using it as a junction point for the lines east and the lines west, however, it is not thought Z > cc a: < a z < z > < LU _) CO z < cc I- Q Ixl -J 3 a UJ X o to o cc hi CD 5 10 z':^ / """"■ ^^ ■-- "f ..... •"*** -,., / ---. / N/ " "^ 1907 1908 1909 1910 1911 1912 1913 1914 1915 1916 1917 I9IS SALT LAKE 30 20 10 80 70 eo I \ / 1 ■»., '. _- — -- ,--•* — i ^^ \, / — 1 \ ^..--^l '• / / -^ \ V ^ / g\ ^8 '•--v \ 1 ■••-.. .._ ..—... • — 1908 1909 1910 1911 1912 1913 1914 1915 1916 1917 1916 SOUTHERN PACIFIC 50 40 30 20 10 •'H 1 •v -- '\ 1 ji ""' 1 y \ / ^ \ V I. „^-^^ \^ -#- / -\ - / ^ ■--> .. Y / / / / 1 \ ] \ / \ \l Y n N s s - ♦ 7 5 ^ S ill 1 i i 1 1 1 i s ff z D 1907 I90S 1909 1910 1911 1912 1913 1914 1915 1916 SANTA FE, SALT LAKE AND SOUTHERN PACIFIC COMBINED TREND OF NUMBER OF PASSENGER TRAINS AT LOS ANGELES SCHEDULED TRAINS BASED ON EMPLOYEES TIME TABLES. EXCLUDING MIXED TRAINS AND OTHERS SCHEDULED LESS THAN SIX DAYS PER WEEK 1917 19IS ■ THHOUSH TRAINS-RUN Over 100 MILES - LOCAL TRAINS - RUN UNDER 100 MILES CASE 970 ET 5Ea JUNE 1916 N« 10-6 ('ailfornla Itallrcad ConiniKsion Eiiirlnecrlng Depl. FIG. »1. RECORD OK M'MBEU OF IVVSSEXGER THAIIVS AT I,OS AXGEI.ES FRO>l lilOT TO 1111!) The tiiagram shows the luimber of through and loral trains on carh .if the thrunsh steam n.a.ls anJ the three combined. The loral huslness is hirgely being taken over by the eleetrie lines an,i by antom. biles. i \ \ \ •t o \ \ u llJ \ \ \ / / z o \ ^ 1 1 UJ lO tj -1 u o z < in o -I 1 < < or ot 1-1- _ X S -. to ^ — i~, ^ = o a; " 'I 41 w O O 264 Los Angeles Terminal Investigation that the experience of Chicago should be considered as a criterion of Los Angeles conditions. It is a well known fact that a large part of the passengers on through trains into and out of Los Angeles consists of tourists, especially in the win- ter and in the spring. It is apparent, therefore, that the study of the rela- tion of the number of through trains to tnt peculation can have no definite bearing on the number of through passenger trains that can be expected in the future. For this reason, tliis line of study does not appear to be prciduc- tive of useful results. Returning tn the discussion of Fig. '*! nn page 262. We l)elie\e that it mav be said that 'the increase in the number of through trains in the past decade has been due, in a measure, to competition of service. But whatever the reasons, the increase was evidently stopped by the economy practiced throughout the country since the commencement of the European war. Since the assumjition of control of the railroads by the Federal government, this is even more marked as will be noted by the reduction in the number of trains in the first six months of 1918. Whether the old conditions will return or not is an open question, but we believe that a measure of competitive service will return regardless of whether the railroads go back to private ownership, as before the war, or continue under some form of Federal control. We believe that the local trains (i. e. trains that run less than 100 miles) will probably disappear in the next ten or twenty years. This is particularly evident from Fig. 130. Electrification, we are confident, will play a large part in future railroad- ing in the vicinity of Los Angeles. The railroads running o\er hea\y grades, which control the tonnage of trains, on all through lines out of Los Angeles, will probably be electrified on account of shortage and cost of fuel oil and on account of the disinclination to return to coal, and the more economical elec- trical operatiiin will i)robably require that this measure be adopted. This will include all switching service in Los Angeles. This prospect also has an important bearing on freight traffic. Dksikabii.itv of Union Passknc.ku Tiirminai. 265 I'K;. !I3. •;i.K< TUic i.ot(>>i<) ri\ I One type o£ locomotive useil by the Pacific Electric. Tliis form of power lias many advantages over tlie steam locomotive and some day will probably be used exclusively for switching in Los Angeles. \\ itli all these conditions before us. we arc led lo believe that the next ten years will probably see 105 daily through trains; the number of through trains at the end of the second decade will be abnut HO and the local trains will disappear. In the making of any plans, therefore, facilities should be pro\ided capable of an ultimate development in the handling of trains to at least 140 trains per day. The number of cars in a passenger train im December 31. 1917, varied from 2 cars in some of the local trains to 12 or 13 cars in the through trains, the a\erage being aljout 5A cars per train. In Chicago, in 1913. through trains averaged 6.5 cars per train; suburban trains, 4.3 cars; and the average 5.4 cars, as in Los Angeles. An estimate for the end of twenty years should, we believe, be based on 6.6 cars per train, or a daily movement of approxi- mately 1,000 passenger train cars. 266 Los Angeles Terminal Investigation Baggage, Mail and Express FIG. 94. BAGGAGE BUILDING AT SANTA FE DEPOT This is Class "C" structure of brick. The front or lower portion was built in 1914 to care for the extraordinarily large traffic created by the two expositions in 191.=.. Baggage Studies of baggage traffic were made in order to ascertain wliat relation this class of traffic bore to the other classes and to provide, in any plans we might make for a union station, adequate space and convenient arrangement. The steam, road baggage business at Los Angeles may be listed as fol- lows, "handling" being defined as the number of pieces into and out of Los Angeles : BAGGAGE HANDLED— 1917 Number of Pieces Handled Year 1917 Av. Day Ratio Southern Pacific 690,684 1.892 58% Santa Fe 343,595 941 29% Salt Lake 159.201 436 13% Total 1,193,480 3,270 100% Based on an eight-day count in September, 1918, annual figures for 1918 may be approximated as follows : Desirability ok Union P.\sskn(;i:r Tkr.minai. 267 BAGGAGE HANDLED— 1918 ESTIMATED Transferred Ratio to Other Transferred Handled Steam Roads to Handled Southern Pacific 823.075 00% 35.770 il'.c 4.3%^ Santa Fe 326.675 269! 25.185 40% 7.7% Salt Lake 103,360 8% 1.825 3% 1.8% Total 1.253.410 1007r 62.780 100% S.8% Average Day 3.434 172 If the baggage transfers follow the same ratio as the passengers who are transferred (at least 10 per cent), then the baggage transferred amounts to 125,341 pieces per annum — about 340 per day. This is considerably in excess of the figures in the last tabulation. This does not follow, however, as many passengers do not check baggage. The above information does not include the baggage transferred between the Southern Pacific and the Pacific Electric. The latter does practically all the local baggage business in the cities in the vicinity of Los Angeles. The next tabulation shows the extent of baggage transferred between these two roads based on an eight-day count in September. 1918: FIG. 05. WEI.I.S FAR(;0 AMI TOMI'ANV KXIMIESS STATION AT FOl KTH STRF.F.T A M> fKNTRAI. AVF.M R This structure luiilt in 191:;. is located npnii land part of which is iiwned by the Southern Pacific Company and part hy the Wells Fargo Company. At the time the picture was taken this express company formed part ot tlie American Railway h-xpresa Company. 268 Los Angei.ks Tkkminai- Invksti(;.\ti()N- TRANSFER OF BAGGAGE BETWEEN SOUTHERN PACIFIC AND PACIFIC ELECTRIC YEAR 1918— ESTIMATED Pieces of Baggage Year Av. Day Received by Soutlieni Pacific, all sources 3')(<.2')9 1.086 Transferred to Pacific Electric from Southern Pacific... Jl,710 85 Per cent transferred to Pacific Electric 7.7'/ Forwarded by Southern Pacific, all. sources 426,685 1,169 Transferred from Pacific Electric to Southern Pacific. 32,530 90 Per cent received from Pacific Electric 7.7' r FK;, IMi. KXPRKSS I XDER COVEU — SOITUKJIX rVtIFIC STATIOX Duringr the sumniei', when deciduous fruit sliipments are Iiea\'>', tliip canvas is erected. Express The more salient features of the express tratilic in Los Angeles appear in Table X in the Appendix. For quick reference the following figures rela- tive to the \olume, may be gi\en, EXPRESS TRAFFIC— 1917 Wells Fargo and Company Express At Southern Pacific Station .... 54,673 73'/r At Santa Fe Station 19,854 27% At Salt Lake Station 74,527 100% 93% 'American- Express Combined 54,673 19,854 5,188 5,188 5.188 79.715 7% \Q07o DeSIRAIUMTV ok r.\-IO\ rASSKNCKK TkK.M I XAI. 269 FIG. US. AMKUICAX EXPRKSS rOMI'AW — SAI,T LAKE STATION This is a view of tlie Aniericiui Express Company's only I^os AnKeles express depot, located at tlie S;ilt Lake station on tlie east side of tlie Los Angeles River near First Street. A similar tabic based on an eigbt-day count in Se])teniber, 1918, sbows a considerable difterence: the \dluiiie is greater, and due to the closer combina- tion of the express business under the .American Railway I'Lxpress Company. 270 Los Angei.es Tekminai. Inn'estication nnire business was apiiarentl)' cunccntrated at the Santa Fe Statiun. (The American Railway Express Company is a voUnuary combination of the vari- ous express companies organized since the war and lias since been taken m er by the United States Railroad Adniiinistration. ) EXPRESS TRAFFIC— 1918 ESTIMATED Tons of Express Handled per Year Wells Fargo and Company American- Express Express Combined Southern Pacific Station 70.513 70% .... 70,513 Santa Fe Station 31,238 30% .... 31,238 Salt Lake Station 2,464 2,464 101,751 100% 2,464 104.215 97% 3% 100% The e.xtent of this traffic may be judged from the fact that it is approxi- mately, by weight, 22) per cent of all Los Angeles less-than-carload freight business of the three steam roads. For the year 1917, the e-xpress transferred l)etween the three stations of the steam railroads was approximately as shown in the next table: TONS OF EXPRESS TRANSFERRED— YEAR 1917 From Express Com- Wells Fargo & Company panies' Depots Southern To Pacific Santa Fe Total Southern Pacific 2,880 2,880 Santa Fe 4,320 .... 4,320 Salt Lake 360 48 408 ... 408 American Total All Salt Lake Depots 516 7,710 4,680 2,928 7,608 516 8,124 Ratio Wells Fargo . . . 60% 40% 100% Ratio .\11 Companies . . 58% 36% 94%. S%p 100% The 8,124 tons so transferred were approximately 10 per cent nf the total movement of 79,715 tons into and out of the City and were handled by wagon from one depot to another. 'i'urning again to 1918 based cm an eight-day count made in Septemlier, 1918, more data is available : TRANSFER OF EXPRESS— 1918 ESTIMATED Tons per Year 1. Received at Southern Pacific Station from Southern Pacific trains 28.447 2. Received at Southern Pacific Station from Pacific Electric cars... 9.809 3. Transferred at Southern Pacific Station from Southern Pacific trains to Pacific Electric cars 3.490 4. Transferred at Southern Pacific Station from one Southern Pacific train to another 1,916 5. Received at Santa Fe Station from Santa Fe trains \1 ,i},% Desiraiulitv of Union I'AssENtncK Tkkminai. 271 6. Transferred from one Santa Fe train to another I.519 7. Received at Salt Lake Station from Salt Lake trains 525 8. Transferred from one Salt Lake train to another 160 9. Forwarded from Southern Pacific Station 42,066 10. Forwarded from Southern Pacific Station but received from Pacific Electric 2 464 IL Forwarded from Santa Fe Station 13,938 12. Forwarded from Salt Lake Station 1939 This data brings out the importance of the Pacific Klectric in the Los Angeles express traffic and indicates the desirability and necessity of having the tracks of this road connected with the express facilities at any union pas- senger station. Flti. Hi). IMCIFIC ELEtTllIC E.VI'UK.SS I AUS .VT .M.\I.\ E.M'UES.S UKI'OT The Pacitie Electric handles practically all of the express business in the Los .\ngeles suburban territory, and its cars run directly tn the main Wells l'"argo Kxpress depot at the .'Southern I'acific station at Knurth Street and Central Avenue. It will be seen that the express receixed at the main Wells Kargo hLxpress depot from the Pacific Electric is 3^ per cent of that brought in on Southern Pacific trains and that the Pacific Electric cars, outbound, carry to the South- ern Pacific trains 6 per cent of the express carried out of the City. The Pacific Electric also transports to and from the main Wells Fargo and Company Express station express which is not handled on Southern Pacific trains but is taken to and from the depot in wagons, either from Santa Fe or Salt Lake trains or from shippers. C)ur liie (.'cinimissiDU practically four sites for the location of a union jjassenger terminal, as follows: 1. Southern Pacific .\rcade .Site, 2. Plaza Site, 3. Santa Fe Site, 4. ^\'ashington Street Site. Mr. D. A. Hamburger, a witness for the Business Men's Association, stated that the depot should be moved "further toward W^ashington Street and in the direction snuth rather than in the directinn nortli" (these direc- tions are taken from the site of the present Southern Paciiic station). No e.xact location and no further details were mentioned, and this is all that has been said about any location south nf the i)resent .'> be adequately served on the |)ni])ert.v and trackage that it is possible to provide in that depot location of the Southern Pacific." This statement must be ,!;i\ en consideration and weight in view of the fact that it was made Ijy a resi)onsil)lc oliicial of the i)rini-i])al railroad involved. The ma.xiniuin nnnibcr of train tracks that can be built at the Southern Pacific station is twelve. It is impossible to increase this number except by encroaching on Central Avenue or Alameda Street, or. as suggested by a witness fur the Southern I'acitic. by establishing other tracks un the east side of Alameda Street, to be reached by means of a tunnel under this street from the present station. We have already said that at the end of twenty \ears 140 trains i)er day might be ex])ected. basing this statement on a study of increases in the past. Twehe tracks, with jjroper apjiroach tracks, will, in our iii)iniiin. handle this number of trains, although eighteen would be pieferablc. The site may l)e criticised as being too small for adecjuale baggage, mail and express facilities. It may i^e possible to increase the size of the present baggage room and ti) construct buildings of adec|uate size for the needs of tiie post office and express lousiness. It does not, however, seem possible to locate these three facilities, with tluir trackage, so that mail. l)aggage and express can ])e handled economically at grade. This objection may be overcome by a change in the i)lan : it may be possible to have the station tracks elevated and the baggage, mail and express buildings and accessories located at the present grade. While the next argument against the Southern Pacific site is ap- parently one of the more or less distant future, it is, nevertheless, of very great importance, it has been contended that the siie is not susceptible to subwav connections running north and south through the business dis- trict and that such an important artery of traffic should ])ass near enough the union station of the steam roads to enable passengers to transfer from one road to the other. The eliminalicm of local traffic on the steam roads makes, and will make, the possibility uf such a transfer very desirable for the coinenience of the puldic. This statement is predicated on the assump- tion that the first, and probably most important, subway will be built in a northerlv and southerly direction somewhere between Main and Hill Streets. It is also argued that the money spent by the Pacific Plectric for its part of the plan would be thrown away. To a certain extent this is true for that part of the line crossing the river. Although there is considerable saving in the first cost of an elevated as com])ared with a subway, it should be borne in mind that the subw.iv in Main Street will doubtless soon become a neces- sity in any event, since it would effect a system of distribution lengthwise of the business district, instead of at right angles to it. The Main Street route also has the advantage of being O.S of a mile shorter. This -ulnvay 290 Los AxGELES Terminai. Twestigatiox should be large enough to handle any equipment. In Boston, the mistake was made of making the first subway too small. The direct effect of building the elevated line across the river wnuld l)e to delay the construction of the subway by partially filling the need for one. The establishment of a union station at the Southern Pacific site vir- tually closes Fourth Street, actually closes Fifth Street and introduces a subway in Sixth Street. This has the efifect of making the site a dam between the business district and part of the industrial district. Such a condition has been found very detrimental in other cities and should be avoided. It will not be possible to release any land from transportation pur- poses except the Southern Pacific coach yard. Instead, as time goes on and it becomes necessary to enlarge the station, it will be necessary to ac- quire more land. We believe it will be to the best interest of the public and of the railroads to hold as little land as possible for transportation purposes. The train mileage at this site is high as compared with the mileage at other locations, not only for passenger trains but for light passenger engines and passenger equipment switching. The cost of operation of passenger trains (including coach yard and light engine movements) if based on mileage alone, would amount to about $14,600 a year more than at the Santa Fe site, and $81,000 more than at the Plaza site. Both these figures are based on the number of trains in 1917 and should be increased up to 40 per cent for the future. These figures do not take into consideration the fact that the elevated approach would be particularly ex- pensive to maintain, the costs per train mile used not including this addi- tional cost. The best alignment and grades that can be obtained on the necessary curved and sloping approach at Sixth and Alameda Streets are too severe for approved operating conditions. A 10° curve is the maximum possible curve, and with proper compensation therefor (to allow for curve resistance), the whole approach must be on a 1 per cent grade. This includes the throat of the yard and all tracks south of the umbrella sheds. This curvature and steep grade are a distinct operating disadvantage. Operation on such approach tracks is possible but is far less favorable than on level and straight approaches. The Santa Fe Site The present site of the Santa Fe station and freight yards on the west bank of the river between First and Sixth Streets also appeared to offer a suitable location for a union passenger terminal, and we have made studies to show what is possible in this location. As noted before, this location was not suggested to the Commission at any of the hearings in these consolidated cases, except that the General Counsel of the Santa Fe stated that his road had a large tract of land which was not cut by streets and which was suitable for a union station. Site vtm a Union Passenger Terminal 291 Before listing the advantages and disadvantages of this site, it is necessary to give some description of what it is proposed to do: It is possible to construct a through terminal at this point with the station along Santa Fe Avenue and centering on Third Street. As a part of this plan, the Pacific Electric can be brought from the Main Street depot to the Los Angeles River in the same manner as outlined for the Southern Pacific-Salt Lake scheme. Instead of crossing the river, however, it is proposed to descend to grade, continue north along the edge of the station, rise south of Aliso Street and cross over the river and the tracks on the east bank. The local line now (in Aliso Street would be retained for street car service, joining the high-speed line on Aliso Street at the east side of the river. A continuation of the local lines on Sixth Street from Ceres Avenue to Mateo Street and the construction of a three-rail track on Mateo Street to the station is also contemj)lated. ^\'ith this plan, it is projjosed to construct trackage along the east bank of the river between the Southern Pacific tracks, along San Fernando Road to Humboldt Street, and to use the east bank of the river for freight service. The coach yard would be established at the present site of the Santa Fe shop yards. The present freight yard, which would be displaced, w'ould be re-located at Hobart, a tract of 100 acres for this purpose having already been acquired b_\- the .Santa Fe. Advantages The principal advantages of the Santa Fe site may be listed as follows: 1. Adequate space is provided for station tracks. 2. Economical operation is possible. 3. Connection to Pacific Electric lines to the east is possible. These are lines of heaviest traffic. 4. There is less train mileage than at the Southern Pacific site. 5. No grade crossings of railroads are introduced. 6. No changes in streets are necessary. 7. A through terminal is provided. 8. Least expense for viaducts and trackage is required. 9. Least new capital is required. 10. Loss of property values is small. 11. Least amount of land is required for railroad purposes. 12. Lands now held for railroad use could be released. 13. Open door is made for future roads entering Los Angeles. 14. Passenger train operation on .Alameda .Street would be eliminated. 15. Railroads would be confined to natural channel, the banks of the Los .'\ngeles River. 16. This station site would automatically do away with all passenger opera- tion on .-Mameda Street. A union station at the Santa Fe site would be economical to operate on account of the fact that a through terminal could be established, which would make it possible to provide only a relatively small number of tracks for the regular trafiic and still to handle abnormal traffic such as that of .?U2 Los Angeles Teuminai. I.w estuiation exposition years. \\'itli this trackage arranjjement and with an adequate number of approach tracks. tenii)orarily heavy traffic couhl be handled by additional switch engines. This plan, then, necessitates less maintenance expense because of the fewer tracks, and less operating expense because of the fewer switch engines required to handle the switching. There is adequate room at the Santa Fe site to provide baggage, mail and express facilities designed for the most convenient and most econom- ical operation. It is possible to construct a ntail building of the area and in the shape that is considered most desirable; and it is also possible to establish an express station of a long and narrow shape which is best suited for the express business and which at most points canncit be done. Ade- quate head-end trackage is possible. All of the project is on the ground, as far as the steam roads are con- cerned. The approaches are on good grades with little or no cur\ature and with maintenance less than for elevated structures. No streets are crossed at grade by main line tracks. A factor of considerable importance is the number of train miles at this location, which would be considerably less than at the Southern Pacific Sta- tion. This item, for 1-10 passenger trains per day, amounts to $20,000 per annum saving in operating expenses. This is an advantage for this site over the Southern Pacific site in this regard, other things being equal. Being located along the river, this site would require small expense for viaducts and trackage as no \ iaducts would be necessary except those across the river. These viaducts are rcall) part of the cost of depressing the tracks and raising the streets and of eliminating grades along the river and would occur with any plan. There are practically no approach tracks leading from the trunk lines along the river to the station yard. The length of approach tracks is a mini- mum, therefore, at this site. Disadvantages The chief disadvantages of the Santa Fe site are these : 1. The combination of freight switching with passeni>er station would intro- duce serious operating disadvantages. 2. The establishment of a union less than carload freight station would be impracticable. 3. The location is rather poor from an aesthetic standpoint. 4. The location is difficult of access on account of the few and narrow streets through the industrial district and crossed by spur tracks. 5. The Santa Fe freight yard would have to be moved at once. b. The site is not well located with reference to future rapid transit lines. The proposed Pacific Electric express route is 0.8 miles longer from Aliso Street at the river to the Sixth Street station than the proposed subway route in Main Street, which accompanies the Plaza plan. 7. The site is further from retail business, shopping and hotel districts. Perhajis the most serious objection to the .Santa Fe site arises from a combination of freight ;iiid p.assenger l)usiness along- the west bank of the Situ i'ok a I'nhin I'assknckk Terminal 293 river. There is no (loul)t that the west bank should he the location of the main switching' leads fur the transport of freight cars to and from industry tracks (at present there are 140 of these tracks), these industry tracks to branch oft" the main leads and to run east and west between the important east and west streets. Between Alameda Street and the river the streets in these directions are, in general, more imi)ortant than ilu- ncirth and south streets. Since spur tracks must cross streets at grade, the lesser e\ il is to cross the north and south streets. The switching now so handled is to be increased by feeding Alameda Street from several points. With future growth, these main tracks along the river will, therefore, be a very important factor in the freight situation. To add to this the effect of traffic created by a union passenger station, with the train, light engine and coach equipment movements, would be to create a situation bound to breed interference, delays and expense. Since passen- ger trains must not be delayed, the freight trains will be delayed although the latter traiftic is, in fact, the more im])ortant. This is not only because a few minutes of time lost a great many times a year becomes of much value, but also because there is necessity of additional switch engines to handle the trallic in a satisfactory manner. This interference would occur especially in the vicinity of the station, where switching leads would lia\e to cross important main line passenger tracks. .Another important objection is the fact that the site is inconvenient in regard to routes for suburban ra])id transit lines. This is true especially if it is conceded — as we think it must he — that the future of Los Angeles rapid transit lies in a subway system, with the princijial north and south subway constructed between Main and Hill Streets and the princii:>al east and west subway east of Main Street constructed between Sixth and Seventh Streets. This system would make through routing and district stops possible — something which has been found very desirable for suburban transportation in all large cities. The fact that a large portion of the Pacific Electric traffic is not subiir- l'. be better handled at a terminal station such as the present station at Sixth and Main .'Streets, where the cars stoj) and un- load all passengers at one ]ioint. \\ ith this in view, the arrangement pro- ])osed for the Pacific l'"lectric is not so bad as it would be if all the Pacific I'"lectric traffic were strictly suburban. The Santa l'"e site is far from the retail slio])piug and hotel districts. This is a disadvantage in two ways: first, the passenger requires more time to reach the station, and second, the cost of hauling the express matter is 294 Los A.NT.ELKS Terminal Ix\ esth^atiox somewhat greater. Here we may call attention to the fact that the new- terminal in Kansas City, constructed at a cost of some $40.000,0OU. is not located close to the business district. The St. Louis union terminal, also. is not so located. In fact, these large stations, built after the business dis- trict of the citv was fairly well established, have usually been built for com- petitive and ad\ertising reasons. The most consiiicuous example is the ^Pennsylvania station in New York. The question of convenience to the public is. after all. only relative. It must be borne in mind that it may be a mistake to locate a station at a point convenient for the users of the steam railroads if, at the same time, the far greater number of those who do not use the station find this location inconvenient by reason of traffic congestion, grade crossings or lack of street car transportation. At present the Santa Fe site is somewhat difficult of access on account of the comparatively few streets that lead to it directly : First. Second, Third and Fourth Streets are the only east and west streets to reach this site. Sec- ond Street is narrow, but First, Third and Fourth Streets are as wide as practically any of the streets in the business district. If this site were adopted and the Southern Pacific site were released from transportation purposes, it would be possible to cut Fifth Street through and thus provide another route to the station. Hewitt Street could also be cut through to Alameda Street. These streets leading to the station are crossed at many points by industrv spurs, introducing a source of delay and some danger to the travel to and from the station. The site makes no particular appeal when considered from the aesthetic standpoint, since it does not appear possible to obtain a very imposing set- ting for such a large station building as would be necessary. Moreover, the location does not harmonize with the general principle that passengers should not be obliged to pass through the industrial district in going to and from the station. This is a matter not so much of time as of the impression on the traveler, which is of particular importance in Los Angeles because of the extremely large number of tourists visiting the citv. Under this plan it does not appear possible to segregate through pas- senger and freight lines to the two banks of the Los Angeles River. In the Southern Pacific ])lan. through freight and passenger business is di- verted to the east bank and the west bank is reserved and left free for a trunk line serving freight stations, team tracks and industry tracks, ^^■ith the passenger station at the Santa Fe site, it is still possible to divert all through freight to the east bank, although the west bank would have to accommodate the trunk freight line to serve the Santa Fe freight station and industry tracks as well as ])nivide a location for all through passenger lines. The establishment of a station at this site would necessitate the moving of the Santa Fe freight yard. This road has already pnrch;iscd a tract. 100 Site for a Union Passengkk Tku.minai. 295 acres in extent, just east of HoJiart junction, where the Santa Fe and Salt Lake cross. The disadvantage of having- to move the freight yard lies in the fact that the new money for the construction of the new yard would somehow have to be provided. It should be noted, however, that it is considered necessary to move this yard at some time in the near future, as evidenced by the pur- chase of the land. The establishment of a union passenger station at the Santa Fe site would necessitate the abandonment of the present .Southern Pacific facilities, not only the station and trackage but also the coach yard. lint it should here be noted that the Southern Pacific plan also contemplates the ultimate abandonment of its present coach yard along Alameda Street just south of Seventh Street. In justice to this and other sites, it should be said that we have not estimated the cost of establishing a plaza or park for this station. In order to make the estimates really comiKirable. theretorc. the figure for the cost of facilities at this point would have to be increased by the amount of the co.st for the jiroper setting for the station. The reason that the plaza is not included in this plan is fminil in the underlying idea that in our opinion a union passenger station at the Santa Fe site can be considered from a utilitarian point of view only, and is, therefore, less expensive than a more aesthetic terminal embodying the conception of the monumental gateway to the city. We have thought it desirable and necessary to prepare detailed plans showing the possibilities of this location and to make estimates of the cost of a union station at this point. These will he considered later and will !ie cfimpared with similar plans and estimates for the other sites. The Plaza Site This site diti'ers from the Santa Fe and Southern Pacific sites in that it includes virtually no railroad property. Because the ]iroject would be entirely new, several plans have been i)rcsented for this point, dififering in the location of the station and in the connections between the station yard and the main line tracks near the river. The ad\-antages and disadvantages of the various plans are taken up later, the present discussion being con- fined to the general location. Advanlages These are the chief advantages of the Plaza Site: 1. A union freight station is possi])le at the best site (the Santa Fe site). 2. The site is at the convergina; point of many streets and is near the end of the principal business streets of Los Angeles. 3. The site is near the present Pacific Electric lines to the east. 4. The site is near a point which will probably be the northerly end of the first subway to be built in Los Angeles. This subway would he the best means of serving commuters as it would distribute passengers through the business district instead of unloa'ling them at one depot from which they would be obliged to walk or take a street car. 29f) Lfis Anc.ki.ks Tkk.minai. I n\ icstuiatkin 5. This staiiuii site would automatically do away with all passenger opera- tion on Alameda Street. 6. Less train mileage is required. 7. This site would distribute the maxiiiuiiii mnnlier of passengers without a transfer. 8. The site is convenient to coacli yanls and shop yards. 9. The entire project i.s on the ground. 10. .An open door for future roads entering Los Angeles is provided. 11. The elimination of grade crossings may be economically effected. 12. It is convenient to establish locomotive service and repair facilites. Ki. It would tend to stabilize values in the down-town district. Proi)ai)l\- the iiinst iiii])oi laiit argument in favor of the f'laza site is the fact that it is adjaeeiit to the ftiture north and south sul)\va_v. As stated before, we believe that it will be conceded that a tmion passenger station should he located near the principal rapid transit lines. We also believe that such a stibwav would lie between Alain and Hill Streets on account of the topography C)f this part of the city and that it would jiass tinder Main Street directly west of the Plaza. A\ ith the growing tendency to electrify the local steam lines, the im- portance of having the union passenger station near the electric lines will be considerably increased. The Plaza, as has been stated many times, is the diverging ])oint of many important streets: .Sunset Boule\ard, which carries \'ery large \ehicular trat'tic (as shown in Fig. 103 on page 300) to and from Holly- wood; North Broadway, which carries an equally heavy volume of traffic betweeen Los Angeles and Pasadena; Macy Street, which is used as the entrance of the N'alley Boulevard to the city: I.os .\ngeles Street, which carries a large automobile traffic to and from the business district, since it has no car line; and Alameda Street, which is the main artery of the industrial district. All these streets converge at this ])oiiit. making it possible to reach this location without having to pass through the busi- ness district or through the industrial district and thus avoiding the con- gestioii in those districts. The street car service is heavier at the Plaza thati anywhere else in the city, and more lines reach this location than at anv other point. It is true that the establishment of a union passenger terminal at this jioint WMiiIil iniprcjve property values in the \-icinity, which are now run down. This im])rovement would be of a jirovide sufhcient length for the station yard; and the consecpient cost of removal of this i)lan may run up to approximately S500.000. This is another argunu-m against the adoption of either of these i)lans fur a union station in the vicinity of the Plaza. THE JCTriN RANDOLPH HAYNES AND DORA HAYf'ES FOUNDATION tlS.'^A.'^Y LOS ANGELES, - - CALIFORNIA CHAPTER XII. OUTLINE Earlier Plans The Report of Charles Alulford Rubinson The Report of Bion J. Arnold Plans Presented Before the Commission Central Development Association Plans Hawgood Plan Storrow Plan Reasons for Rejection of Hawgood and Storrow Plans Lands Required for Hawgood and Storrow Plans Business Stability Association Plan Southern Pacific-Salt Lake Plan for Joint Station Proposed Steam Road Construction Detailed Description of Proposed Construction Proposed Pacific Elecrtic Construction Southern Pacific Plan Revised for Union Passenger Terminal Track Changes at Station Site and Building Changes Alethod of Operation Coach Yard Locomotive Facilities Immediate Construction Necessary CHAPTER XII PLANS PRESENTED FOR UNION PASSENGER TERMINAL EARLIER PLANS The Report of Charles Mulford Robinson The first report which has come to our attention, advocatins,' the estab- lishment of a union passenger station in Los Angeles, is that of Mr. Charles Mulford Robinson, which was made in the latter part of 1907. This report was rendered to the Municipal Art Commission, which, in 1909, rendered a report to the City Council, of which Mr.Robinson's was made a part. The following quotations are taken from the report of Mr. Robinson : "It is obvious that there ought to be a Union Station. In locating this and planning approaches to it, we have to seek the maximum of eflfect at the minimum of e.xpense, and must do this by making use of all which is good in the present situation. The location of the Arcade Station is good, if it be suitably developed; the tracks on .Alameda Street are bad and, if possible, must be given up; the location of the tracks of the Santa Fe and the Salt Lake Roads is , perhaps, as little objectionable as possible. We have, then, a basis on which to work; and it must be recognized that there must be both give and take, as between the railroads themselves and as between the city and railroads, to obtain a result that will be to the advantage of all. "My recommendation is that the Union Station be located on the land now occupied by the .\rcade Depot and its surroundings, that the Southern Pacific abandon the use of Alameda Street by through trains, thenceforth collecting and delivering freight, to such plants as are reached by the sidings from that track, in cars propelled by electricity; and that in return for this relinquishment of Alameda Street, the Southern Pacific be given a right of way directly east from the present .'\rcade Depot to the present freight yards of the Santa Fe. From that point the roads can be depended upon to work out their own trackage arrangements. The Santa Fe and Salt Lake should be allowed trackage facilities over the new right of way, and the trains of the Southern Pacific should then enter and leave the city along the line of the river. As the Salt Lake Road, now does this, and is allied with the Southern Pacific, and as the latter would still have, near the Buena Vista Street bridge, convenient access to the extensive yards, this plan would seem to involve no serious difficulties in view of the advantages to be derived. For it is to be remembered that in economy of administration, in convenience to its passen.gers, and in the transfer of baggage and mails, a Union Station is of advantage to the railroads, as well as to the public; and that in the present instance there is practically no local competition in passenger traflSc between these roads. The short strip through which it is proposed that the city give right of way, in return for the restoration of .-Mameda Street, now consists of vacant lots, of frame cottages and shacks, and of unimproved streets. The city could well afford to make such a change." It was Mr. Robinson's idea tliat the station building be placed on the axis of Fifth Street, centering on it. so as to give a fine effect and "closing the vista of the street." Fifth Street was to be widened to 192.3 feet, from Gladys Avenue to Los Angeles Street, and straightened so that it would lead straight away "from the broad plaza planned in front of the station 304 Li>s Angeles Term in ai. Ixvestigation to the heart oi the l.usiness district." So far as we know, nothing was done about the establishment of a union station at that tune. The Report of Bion J. Arnold In October, I'^ll. Mr. Bion J. Arnold rendered a preliminary report upon the transi)ortation problem of Los Angeles, which dealt not only with a union jjassenger station but with a municipal railroad, grade crossmgs, freight handling. local street and interurban railways, immediate relief of congestion on .Main Street, city and district j.lanning and a comprehensive and constructive transit plan. In the following quotation from this report it will be noted Mr. Arnold favored the establishment of a union station at the Plaza, although not without (|ualification. as discussed later. No plans were presented, how- ever, showing any of the details of such a proposed station, nor even its exact location, but on one of the maps, which were a part of the report, a union depot is shown approximately south of Aliso Street and east of San Pedro Street, with the station yard tracks parallel to Aliso Street. This is in a very similar location to that proposed by the Hawgood and Storrow plans. "PASSENGER STATIONS" "Each of the tliree transcontinental lines entering Los -Angeles— the Atchison, Topeka and Santa Fe Railroad, the Southern Pacific Railroad, and the San Pedro, Los .A.ngeles and Salt Lake Railroad, have their own inde- pendent passenger terminal and depot. The Arcade Depot of the Southern Pacific is located nearest to the center of the city, but it is old, unsightly, inadequate and hardly a credit to either the city or the company. The Santa Fe Station is more modern and sufiicient. and although not quite as favorably located, it will proljably be considered by its owners as equal to the demands of their business for a number of years and considerable advantage would have to be demonstrated to get them interested in a Union Depot project. The Salt Lake, being affiliated with the Southern Pacific, would probably be glad to abandon their frame depot on the opposite side of the river and join the latter under an equitable arrangement in any proposed station and ter- niinal improvements. "Any plans which are made for a new depot for the Southern Pacific and Salt Lake roads would naturally include some convenient transfer arrangement between these transcontinental steam lines and the network of interurban electric lines, and in considering possible sites this intimate con- nection must be kept in mind. "There would appear to be two sites for such a station — one that of the present Arcade Depot, and the other contiguous to the present Pacific Electric terminal building at Sixth and Main Streets. A station plan, if worked out in connection with the proposed elevated or subway extension for the inter- urban lines running back to, and across the river, could be made convenient and adequate for either location. "It would be a mistake, in my opinion, not to encourage the railroads to develop and submit plans for a terminal station of this character. If these plans could be worked out so as also to accommodate the Santa Fe and other future transcontinental roads, which no doubt in time will reach this city either over new or present tracks, the arrangement would be all the more attractive. Plans Prksi-xted iok a I'mox Passenger Terminai, 305 "In the course of time the l>ed of the Los Angeles River may be used for additional tracks carrying transcontinental traffic, but my study of the river-bed has led me to the conclusion that considerable expense will be entailed in protecting any track structure from possible washouts, and that this expense will not be justified until an entrance into the city becomes very valuable and difficult to secure. If the flood waters which now go to waste are ultimately stored, it will be possible to take care of the excess runoflf by means of a covered conduit in such a manner that a right of way at least 100 feet in width will be available, and this at such an elevation that sul)vvay branches could be taken ofT from the river-bed tracks in the southern part of the city. As the river does not run in the direction that makes it useful for taking care of immediate intcrurban demands and as the present steam lines are now taken care of along the protected levees or river banks, the development of the river-bed itself as a railroad right of way is a future possiiiility which need not seriously affect present plans. Any elevated struc- ture reaching the river, however, should be so designed that a sub-surface or lower track terminal could be built so as to parallel and double the upper track capacity at some time in the distant future. "If the Arcade Depot site should be favored liy the railroads and a Union Station arrangement can be agreed upon, then the city should adopt the plan so admirably worked out several years ago by the Municipal Art Commission and Mr. Charles Mulford Robinson for a beautiful and effective approach to be secured by widening and straightening Fifth Street from Los Angeles Street to Central Avenue. If a Union Station is not possible, then it would appear better to encourage the Southern Pacific and Salt Lake roads to comljine with the Pacific Electric in a splendid station adjoining and be- coming part of the present Pacific Electric terminal building. •UXIOX DEPOT AT THE PL.'XZA." "If all of the competing transcontinental steam roads can be brought to consider a Union Depot, independent of the Arcade site, then the most natural thought in regard to this combined railroad entrance to the city is to have one grand monumental portal with an appropriate setting of open spaces, parkways and surrounding buildings. "This gateway to the city should be convenient to the business district with plenty of main arteries leading to and from it: it should be easy of access from the street railway system, and particularly in the case of Los Angeles it should be a mixing chamber or clearing house between trans- continental and interurban passen.gcr traffic. "It does not take a lengthy study of the plan of the city and its trans- portation requirements to discover that there is one site which is adapted to fultill the requirements of a grand central depot and transfer station and this location is in the immediate vicinity of the Plaza. "The Plaza was the exact center of the original Spanish grant to the Mission Padres of one league each way from this central point, and this original area of twenty-eight square miles constituted the city limits of Los .Angeles up to the year 1869 and was not materially extended until the year 1896. The Plaza was the starting point of all roads which lead in various directions, following in their meanderings the natural topography of the country. Then the street plan of the central part of the city was the out- come of efforts to parallel these original main highways. The result is that there is no one site in the entire city which can be reached so easily from so many different directions as this original Plaza, and as modern trans- portation naturally follows and accentuates primitive pathways, it would be 306 Los Angeles Terminal Investigation but natural to have this original center of the older town come into its own as the permanent portal of the newer city which has grown up about it. But there are many other reasons for favoring this location for a Union Station. Here is already the beginning of a splendid civic and administration center— with the Court House, Hall of Records, Post Office and Custom House forming an imposing group of monumental buildings and a crystal- lized sentiment that in this part of the city should be located the new City Hall. Furthermore, the business section, in seeking unobstructed sites for modern buildings, has been growing away from this original center. If values of property in this vicinity are not mantained by means of pubic improve- ments of this character, this part of the city will suffer from slow paralysis and Los Angeles is too young and active a city to afford such a contingency in any of its parts. "The natural lay of the land at this point allows for a double-deck station with the trains on the lower level, while the broad streets and pos- sible open spaces will allow for sub-surface subway stations and storage tracks at a minimum expense. "The greatest opportunity exists here for the planning of a center of civic beauty and usefulness, which would hardly have an equal in all the efforts being made by the cities throughout the country to surround their public buildings with imposing settings. "This report is not intended to be a city planning program, but as transportation is the fundamental of the city useful, it should also become the foundation for the city beautiful. It is pleasing to find this splendid opening for a portal which will allow the city to display at its gates the evidence of its growth, its prosperity, its progress in government, and its possibilities in art. "The first impression which would be created in the minds of the visitor would include a glimpse of the original Plaza and the Old Mission directly back of it. A new Plaza, a central park and open courts should take the place of the old buildings between the old Plaza and the Post Office, and this breathing space would act as a foreground to the new City Hall and to the Post Office, which buildings would naturally be located with an open space between them to allow for their future growth. Back of these build- ings would rise the Hill Side Park with terraced gardens furnishing a frame of green and color. Have city builders ever had a more inspiring oppor- tunity? "I recognize the fact that an enterprise of this character takes form very slowly and only if it has in it the elements which will attract to it a consensus of favorable opinion can it be carried out. I do not advance the idea as an absolute necessity, as I have already pointed out other sites for railroad stations which will answer all the commercial purposes, but if the city is really desirous of putting its front yard in order, and of creating such a favorable impression on the visitor within its gates that his stay may be all the longer, I cannot but point out that in the development of this Plaza center will be found a great opportunity." Thi.s analysis of the situation, we believe, is sound todav and the City of Los An.efeies should not lightly pass by so splendid an opportunity for a great and permanent improvement of the community. After Mr. Arnold's report was submitted to the City of Los Angeles, little was done toward the establishment of a union station. In 1914, how- ever, the Southern Pacific came forward with a plan for replacing the old Plans Presented for a Union Passenger Terminal 307 Arcade Station, which was quite severely criticised in Mr. Arnold's report, with a new station. This plan was carried through, resulting in the con- struction of the present Southern Pacific station at Fifth Street and Central Avenue. At the hearings held by the Commission, several detailed plans for a station were presented. PLANS PRESENTED BEFORE COMMISSION Central Development Association Plan The first plan submitted to the Commission was that of the Central Development Association, as shown on its Exhibit No. 1, and as described by Mr. Samuel Storrow, one of its engineers. This plan suggests a union terminal located near the Plaza. The station building would be located west of and over Alameda Street and the depot yard east of Alameda Street, between Aliso and Macy Streets, rather short in length. Passengers going from the depot to the trains would cross over Alameda Street and thence down to the station platforms by means of either stairs or ramps, the vertical drop being about seventeen feet, the tracks on Alameda Street to be removed. The connections between the depot tracks and the present lines of the steam railroads were only shown in the rough on Central Develop- ment Association Exhibit No. 1, but it might be here stated that the route shown corresponds very closely to the route of the proposed Industrial Terminal Railway Company and makes use. to a large extent, of its lands and those of the Industrial Development Company, corporations controlled by Mr. L. E. Hanchett. The Industrial Terminal Railway Company, in Ap- plication No. 2962, asked the Commission to authorize the issue of stock for the purpose of constructing an industrial railroad, this switching and terminal railroad to be approximately two miles in length. No maps were filed with this application, but maps were filed with Application No. 1803, an earlier application. These maps do not show the proposed location of tracks and other facilities, but they do show the right of way as the company was securing it. Starting at Alameda Street at a point about 200 feet north of Aliso Street, it was planned to secure a strip of right of way 165 feet frum Alameda Street east to Ramirez Street. From Ramirez Street the width was to be 40 feet to Macy Street, which was crossed about 280 feet west of its junction with Lvon Street; from here it continues 40 feet in width and north on a tangent to the main line tracks of the Santa Fe. A 60-foot strip was shown from this point to the river tracks of the Santa Fe. On the east bank of the river it was proposed to acquire a small triangular tract, the project ending on the west side of Alhambra Avenue. This route crosses about eleven tracks of other railroads and the Com- mission, in Decision No. 4553, dated August 18, 1917, decided that it would __^ ^ -SwS^9l9 NO"-' Pan of Exhibit Xo. 1 of Cvntral Developmenl AssoL-iatlon (Reiirawn) FIG. 104. PRELIMINARY PLAN OP CENTRAI, DEVKI.OPMENT ASSOCIATION This shov/s one of the locations suggestea for the Union Passenger 'i'ernnnal at the Plaza with connections to existing trackage. This plan is not recommended. CASE 970 MAY 3 1919 NO 5-ts Imluslrlal Terminal Railway Co. FIG. 10.-.. MAP SllO«INti HOI n. OK l\ni.>iTRIAL TERMI\\I. iJ\II.«AV COMPANY Thi.s> is the plan propo&ed in Application 2962. The alignment is praoti.ally_ iilentical with that shown in exhibit Xo. 1, tlie Central Development Association. Dismissal of the application is recommended. ,^10 Los Angeles Terminal Investigation not authorize the issuance of this stock when it had pending an investigation into terminal facilities and the grade crossing situation in the locality where this construction was proposed to be made, and the matter is now in abey- ance pending the Commission's decision in Cases 970, et seq. Hatvgood Plan Exhibit No. 2 of the Central Development Association is an archi- tectural drawing showing, first, the elevation of an imposing depot and, second, a rough track plan to accompany it. As the connection between the depot track and the lines of the steam railroads, as shown on Exhibit No. 1 and Xo. 3. were later tlunight impractical, as we understand, further detail of the track lavout and connections were sulimitted as Exhibit No. 4 of the Central Development Association, this plan being the first sub- mitted by Mr. H. Hawgood, one of its engineers. Exhibit No. 4 was submitted as a study map — not as a finished product — and shows fifteen pairs of tracks ranging from 900 to about 1400 feet long in the depot yard. These yard tracks are connected by curved tracks southerly to the Santa Fe tracks adjacent to the river, northerly to the present main line Santa Fe tracks some 900 feet away from the river and north of Macy Street, and to the Salt Lake tracks south of Aliso Street, by means of a bridge across the river and a curved connection (which nearly reaches Anderson Street) through the present Salt Lake freight yards. At Alhambra Avenue the Southern Pacific El Paso Line is reached by means of a curved bridge across the river, and the Salt Lake Pasadena Line by a curved connection north of Alhambra Avenue on the east side of the river. Central Development Association F".xhibit No. 5 is a still more detailed study of the yard tracks, buildings, platforms, etc. The connections to the Santa Fe. Salt Lake and Southern Pacific tracks, which are not shown. we would assume to be the same as proposed in Exhibit No. 4, except for modifications resulting from a change in the design of the throat of the yard. It will be noted that these plans simply connect the proposed depot yard with the present lines of the Santa Fe and Salt Lake, no combinations of steam railroads on one right of way being proposed, except the com- bination of the Southern Pacific and the Santa Fe north of Macy Street, Plans Presented eor a Union Passenger Terminal 311 r-.. '[rr r- rr -^ rl'nfl rr rr - -WWB. Exhibit No. 2 Central Development Association FIG. 106. PKUSPKCTIVE OP lXIO!\' TI'IUMIXAI, AT THK PI.A'/,A This Is an artist's conception of the possihilitii'S of tlie site. The track plan at the right was useJ as the basis for tlie perspective but was ni>t presented as being ideal from an engineering standpoint. arising tlirough the proposed elimination of Southern Pacific passenger service on Alameda Street. This exhibit shows fourteen passenger tracks for the present, arranged in ])airs, witli platforms between, the platforms to be reached from the concourse 1)y means of ramps on a 10 per cent slope. Future extensions would be made to the south. These plans were severely critisized by a witness for the Southern Pacific and, as a result of this criticism, a detailed ])lan on a scale of fifty feet to the inch was made and transmitted to us in February, 1018. This plan was submitted with the following comments: ■•rhi.s map. entitled TR.\CK TL.^N FOR PROPOSED PL.'^Z.^ ST.A- TION, scale SO feet to one inch, is a compilation of sundry large scale detail studies, upon which Exhibit No. 5 was based. It is of the nature of a pre- liminary plan, and will probably admit of changes and additions that with- out changing the general layout would make for increased efficiency. "The plan differs from Exhibit N'o. .^ in three respects: "First: The Salt Lake tracks are shown connected with the wye at the east end of yard, beyond the throat. This permits of the trains of all three roads being turned close in without loss of mileage in running to a distant wye. \n additional track is shown paralleling the north main line at the north end of the wye for the purpose of giving standing room clear of main lines for trains waiting to turn. "Second: The cross-over, connecting with slips the outbound Santa Fe 5=J lU 0) Cd P CO tn— O (S'C G o a* 3.1 . — ■-'; - bt-S = i ?'3 tc 5 - ;i oj »-_ o. ♦J Q; ^ a/ o ^ p o i - ''Z c:; o 5 So n X C" o H4, p wvm < z s (E U z o < < z o iii-^idlE California Kallroad Commission Engin«?rins Dip'. FIG 100. THE HAWGOOD PLAN The principal objection to this plan is that the distance between Alameda Street and the Santa Fe line is too short for the development of the station yard and throat tracks, according to the best practice. There is' also too much interference witli freight move- ments at the river. The plan is not recommended. .^ ^ ■f^y^i flOl AiAjq 3hT TA nor e3J33MA e OOOSWAH .M Ya QSl TJJ^ Ml 3J«k «0) oe ■V*. R* SUIT TA WOITA.T8 yiOIKiJ HO'* HAM aOAH'JAHT .Olr .Ol I o 317 316 Los Angeles Terminal Investigation track to all the other tracks, as contemplated in Exhibit No. 5, has been changed to a cross-over which runs through the inbound Santa Fe track without slips, with separate connection between inbound Santa Fe and out- bound Salt Lake. All as shown on the map. Distance is saved by this method. "Third: Exhibit No. 5 indicates a single structure to accommodate two express companies, the present plan presents as an alternative separate tracks and separate houses for each of two companies and space for a third unit. The buildings are sliown each as 185 x SO, giving a floor space of 9,250 square feet, which is liberal in the light of space used for similar purposes in important stations." This 50 foot scale plan and Central Development Association Exhibit Numbers 4 and 5 may be called the Hawgood Plan. They are shown com- I.)ined in Fig. 109 on page 314. It will be noted that the Hawgood Plan does not present any pro- posed location for coach yards. We have learned from him, however, that he intended to leave this feature to the judgment of the Commission's engineers. SlorroTV Plan The Storrow Plan (Central Development Association Exhibit Nos. 18 and 19) was presented as an alternative arrangement also making use of the tract of land lying between Aliso, Macy and Alameda Streets and the Los Angeles River, and locating the depot on the west side of Alameda Street at the Plaza. The plan differs from the Hawgood plan principally in the arrangement of connections, or approaches to the Southern Pacific, Santa Fe and Salt Lake tracks and in the proposal to bring the Pacific Electric tracks practically into the station. On the less detailed plan, it will be noted, Mr, Storrow proposes to have the Southern Pacific tracks moved from Alhambra Avenue, this to be accomplished by building new tracks adjacent to, south of, and parallel to the present tracks on Alhambra Avenue from a point opposite Eastlake Park to a point near Daly Street, thence the passenger traffic will take the route along tracks to be con- structed' along the southerly edge of the Southern Pacific shop property and across the river on a bridge between Aliso and Macy Streets. A con- nection with the Salt Lake tracks would be inade similar to that in the Hawgood plan ; no use, however, would be made of the Santa Fe tracks for through passenger traffic, both the Santa Fe and the Southern Pacific to 1 r?7ir 317 JAOS3-J3eKIA OOJ • y. ,X- — ' ■'/ J via. III. TBB STOUROW PLAN This p1»n U atmllar to the HawsooA Plan, and It Is subject to th« same obiectlons. Tha curved brldKes crossing the river tracio at grade will not fit In plan of trftck d«pTM*lon. The plan In, Iherelore, oot r»aoinnr> ended. I (vltli the general "A 318 Los Angeles Terminal Investigation EL 272 2 T R^ SECTION THRU PLAZA TERMINAL CENTRAL DEVELOPMCNT ASSOCIATION E X M I 6 I T NO 8 REDRAWN SCALE IN FEET CITV DATUM CASE 970 APR 1919 NaZ-ISA Exhibit No. 8 Central Development Association (Kevised and redrawn) PIG. 113. SECTION THROVfiH PLAZA TERMINAL This is a section through the building shown in Exhibit No. 9 (Fig. lOS). Much of the advantage of the stub station is lost by requiring passengers to climb from the level nf the station platforms up to the level of the waiting room, a rise of about 21 feet. The street below the station building, will add to the difhcullifs of construction. use tracks on the east bank of the river for their northern exits. It is pro- posed to bring the Pacific Electric across the river by a high-level third bridge, cros.'^ing over the steam roads, and thence into a depot on the east side of Alameda Street and south of the proposed union depot for the steam reads. All steam railroad crossings are to be at grade. Mr. Storrow proposed that a union coach yard be located partly within the present Southern Pacinc shop grounds along Alhambra Avenue and east of the river, and partly on land to be acquired between the shop grounds and the river, a tract commonly known as the Stern Tract. riie ultimate elimination of the present Southern Pacific tracks on Alameda Street was dwelt upon as a very desirable part of this plan. The establishment of a union belt line or system for handling freight was also recommended. Reasons for Rejection of Hawgood and StorTow Plans Since both the Hawgood and Storrow plans make use of the same 319 >' % *.1' 320 Los AxGEi.ES Terminal Investigation site for a union passenger station building and j'ard, they may be properly considered together. It should be noted that no criticism is directed against details which art subject to change and which, as we think, do not affect the plan as a whole. Such criticism is unwarranted and leads to no useful end. The effort to improve, rather than enlarge upon, these defects in detail is more helpful. The Hawgood plan, like the Storrow plan, proposes a site approximately parallel to ^lacy Street and east of Alameda Street. This is. perhaps, one of the worst features of these two plans. The site proposed for the station building and its setting is so shaped that it is impossible to obtain the symmetrical arrangement necessar\- from an architectural standpoint. Ala- meda Street would form the easterly boundary and Main Street the westerly. The north and south boundaries could be made parallel, but the angle be- tween Main Street and Alameda Street is such that a rectangular area is not feasible. The area in front of the proposed station is not only of poor shape, but is too small for such a station building as would be appropriate in Los .\ngeles. See also Fig. 107 on page 312. The next bad feature lies in the fact that the concourse and statiori would be 20 feet above the station platforms. Central Development As- sociation Exhibit No. 6 shows the station lioor at elevation 293. and the station platforms at elevation 27Z, Alameda Street being lowered about 3 feet to elevation 2b9 and the difference of 20 feet (292>-27}>) being what the passenger would be required to climb, by means of a ramp, in leaving the station. While this distance is equalled at other stations in this country, it is not good practice and should be avoided, if possible. Fixing the station platforms at elevation 273 also prohibits any separation of grades at the river, based on the assumption that the throat of the yard would extend that far, as taken up later. This is due to the location of the crossings of the approach tracks and the river tracks with respect to the proposed grades along the river and the crossings of ZSIacy and Aliso Streets. The Storrow plan, advocating the removal of the Alameda Street tracks, reduces the climb from the station platforms to the station floor to 13 feet, the station being proposed at elevation 286. Alameda Street remaining, as at present, at elevation 270 and the station platforms at elevation 271. the same as in the Hawgood Plan, these being given in the Central Develop- ment Association Exhibit Xo. 19. This dift'erence arises from the fact that with the tracks in Alameda Street the required overhead clearance is 22 feet but. with the tracks removed, the required clearance is but 14 feet. A climb of 13 feet is not excessive, but. as we do not recommend the removal of the .\lameda Street tracks, it is impossible to consider that 13 feet is obtainable. This plan also contemplates the station platforms at elevation 273 and it is equally impossible to obtain a separation of grades of the station approach tracks and the tracks along the river. Referring again to Central Development Association's Exhibit Xo. 19. we wish to PuAxs Presexted for a Uxiox Passexger Terxiixal 321 call attention to the fact that we consider the layout shown at the crossing of the northerly curve, approach and tracks on the east bank of the river to present impossible operating conditions. While this may appear to be criticism of a detail, it does not appear possible to provide a satisfactory solution of the difficulty imposed by this crossing. A third point which is not in favor of this site is that, in order to pro- vide adequate throat room in the passenger depot yard, it will be necessary to construct through curved bridges across the Los .\ngeles River, and the cost of these bridges and the necessary- connections, when added to the cost of the land, makes a total amount for which we think better facilities may be purchased or provided. Referring to Fig. 110 (page Track Plans for Proposed Plaza Union Station. Scale 5ff=l inch, via^ed Febmarj-. 1918. which is the last plan presented by Mr. Hawgood and the one toward which criticism should be turned, we note that the distance from the ends of station tracks to the curves of the wye is too short to admit of fulfillment of the general principle — ^that all station tracks must be fairly accessible from the approach tracks. Seventeen tracks shown by solid lines are fairly accessible, but the nine tracks in dotted lines are not. and cannot be made so. This is sufficient reason to reject the plan as it is. but we ha\c at- tempted to do Justice to this general plan by redrawing it so that this feature be eliminated and have concluded, as noted before, that the only way in which this can be accomplished is to have the throat of the yard so near the river that connections must be made to the tracks on the east side of the river and these must be made by means of cur\-ed bridges across the river. While these curved bridges are objectionable, from the view of cost, they are not impracticable and are not in themselves sufficient reason for rejection of this plan. This arrangement would r.ecc~?;:j.:c cue i'.^rd near the river, it would be necessary to ran through the gas plant of the Los .\ngeles Gas and Electric Company, resulting in a large cost, due to damages — another argument against these plans. As noted before, the coach yard was not discussed by Mr. Hawgood and his testimony does not disclose his plans with regard to this im- 322 Los AxGELEs Terminal Investigation portant feature of any terminal. It appears that the best location to fit this plan is the present Salt Lake freight yard where a union coach yard is possible. Some storage should, however, be provided for at the depot yard. It will also be seen that in the Hawgood Plan it is intended to use the right of way of the main line of the Santa Fe north of Macy Street for Southern Pacific trains. How these trains are to cross the river and proceed along Alhambra Avenue is not disclosed in this plan, and we must assume it to be the same in this respect as on Central Development As- sociation Exhibit No. 4, namely, a curved bridge south of Southern Pacific bridge across the Los Angeles River at Alhambra Avenue. The connection to the Salt Lake tracks is also indicated on this exhibit, the Pasadena line to be reached by a curved connection from the above mentioned curved bridge and the main line rumiing south along the Los Angeles River by a bridge between Macy and Aliso Streets and thence by a curve which wouia be adjacent to Anderson Street between Aliso and Kearny Streets, and connecting with the present main line about at First Street. The yard connects with the Santa Fe tracks approximately at their intersection with Aliso Street. These connections would be expensive, and we believe would present unfavorable operating conditions, on account of the excessive curvature that is unfavorable when compared to something else which is better. However, we do not wish to criticise this plan for such details as may be re-arranged, and attention is only drawn to these points to bring out the fact that the plan is more or less incomplete, and what really is presented is a passenger station yard along Aliso Street and west of Alameda Street. It should be noted that, in order to fit this plan in with the de- pression ui the tracks along the ri\er, the curved l^ridges should neces- sarily be of through construction, as there would be insufticient clearance for deck structures. As in the Hawgood Plan, the Storrow Plan provides for a passenger station and concourses about 17 feet above the level of the tracks and the station yard. This plan proposes the elimination of the tracks on Alameda Street. The vertical drop from the station to the yard would be only that required for clearance over a street without tracks, and which is about 17 feet, and not that which might be required under the Hawgood Plan. The latter is silent as to the removal of the tracks on Alameda Street and a 23 foot drop is required if these tracks are allowed to remain. Ihe fact that the passengers would be compelled to ascend or descend such long ramps — stairs are out of the question — is another one of the principal objections to either of these plans. Mr. Storrow's approaches to the station yard are quite different from those of the Hawgood Plan. The Storrow Plan is based upon the removal of the Southern Pacific tracks from Alhambra Avenue. These tracks would be moved to a new right of way to be acquired just south of this street, and to be depressed where they cross Mission Road, thus eliminating a Pi \ns Prksented i-ok a L'mon Passencer Terminal 323 grade crossing; at tliis ])oint and providing in Alhamhra Avenue a direct entrance to the citw 'J'his removal was strongly advocated. Mission Road, where it crosses the Southern Pacific tracks, is at present at elevation 328 (Southern Pacific Railroad datum — sub-grade). For 25 foot clearance the railroad, if depressed, would have to be at elevation 303 (sub-grade). Now, as the Southern Pacific ascends from Mission Road toward the east for some distance, it appears that, in order not to exceed a one per cent grade — and this is of paramount importance — it would be neces- sary to lower these tracks for some two and one-half miles, through Aurant Station and ending approximately at .Meyer's Spur. W'e believe that the expense to the Southern Pacific Company of such reconstruction is too great to be ordered under the circumstances. ('riic (.liminatinn uf this crossing is presented in Chapter l.K.) Under the Storrow Plan the Souliiern Pacific main line tracks to the station would be relocated along the southerly edge of the Southern Pacific shop property, with a coach yard to occupy approximately one-half the area of this tract. .After considerable investigation, we are convinced that it would be unwise to deprive the Southern Pacific of this shop property for shop uses, and that the establishment of a coach yard over so large an area of this shop property should not be made. At the Los Angeles River, the Storrow Plan proposes two curved bridges to carry the tracks across the river. .\s for the llawgood Plan, these would necessarily be through structures, very expensive, and also as in the Hawgood Plan, the cost of these bridges, plus the cost of the land, is not very different from the cost of better facilities which can be provided for the same money elsewhere. It seems necessary to add that Mr. Storrow's plan also provides for the Pacific Electric. From a proposed station just south of the station yard proposed for the steam roads, the Pacific Electric would rise on an elevated structure up to the Los Angeles River, which it would cross at an elevation great enough to carrv it over the steam mad tracks, and connect with the present tracks east of Mission Road. Another feature of the Storrow Plan is the abandonment of the Santa Fe present main line right of way between .Alhambra Avenue and Jackson Street. How industries located along this line arc to be served has not been indicated, except that they would i)e provided for under the general re-arrangement of spur tracks which were mentioned several times as the "herring-bone system." Since we believe that better facilities can be provided for the same money as contemplated by the Storrow Plan, and that the Southern Pacific shop property sh(Hild not be used for a coach yard, that such grade crossings of railroads would be introduced as to render proper operation very doubtful and since other coach yard facilities within reasonable distance cannot be acquired, we have decided that the Storrow Plan cannot be recommended. 324 Los Angeles Terminal Investigation Lands Required for Haivgood and Storrorv Plans Exclusive of a coach yard, it is estimated that approximately 34.3 acres would be required for the union station site and approaches under the Hawgood Plan and that this land would cost $2,060,039 exclusive of dam- ages and the present value of the buildings which would be destroyed ; the improvements are estimated at $302,420, making a grand total of $2,362,459. Of this 34.2 acres, 21.7 acres are now in private ownership and would cost, it is estimated, $1,302,307. The balance is in carrier ownership, with the exception of one acre now owned b}- the City of Los Angeles and estimated to cost $89,422. These figures refer to the plan as proposed by Mr. Haw- good and would be increased if the station yard were made longer, which would be necessary in order to obtain a satisfactory layout. Under the Storrow Plan, 121 acres would be required and would cost, exclusive of damages and compensation for the present value of the buildings thereon, $3,588,127. Improvements are estimated at $461,896. Of the total land to be acquired, 52 acres are in private ownership and would cost, it is estimated, $1,935,787. The property of the City of Los Angeles is included, the same as in the Hawgood Plan. Sixty-one and four-tenths acres to be used are now Southern Pacific property and valued at $1,112,917. In the figure $3,588,127, we have included $1,287,530 as the cost of acquiring these 61.4 acres. Business Stability Association Plan The Barnard Plan (Business Stability Association Exhibit No. 1) pre- sented by Mr. W. K. Barnard, as witness for this body, while locating the terminal at the Plaza, is quite different from the Hawgood or Storrow plans. Mr. Barnard has selected a depot site lying along and east of Main Street, running northerly from approximately Arcadia Street to Alhambra Avenue, and extending approximately from Main Street easterly to Date Street. .\s Exhibit No. 1 was evidently prepared in a hurry, we asked Mr. Barnard if he wnuld prefer to re-draw it, or have us photograph the original. He chose to re-draw the map, as this plan now appears before us, it con- sists of two drawings, one showing the depot and the other showing pro- posed connections with a proposed subway system. An explanatory state- ment supplementing his oral testimonv was also submitted bv Air. Barnard. "^•., "••>-», ""44>ij^ Hl^^'"'^ '^ y^y^i ■■a~i \mm\ QWk H^UNR> N^N^m V\K^\S\-^T\^\ '''t.W 3HT ^"X 32i ' ' (it* «* " "-•^■^ ».T»»«iO W -Wttrn Wk j„,^ »»»£« J»IT»1\ '■. \' r:^ wV» ./ -f? .9.M:"<'Jenoo atsiEMmmi t.»M«<}» iwo roail«, and ihow* Ihe roulaa to be untd Jointly. The approach »o Iho Southern Pnelflc Station li to b» elevated Irom aaal ot the tlvn The allgnmeni tor ihe from It* preieni end near Wall Street. Includlns a oonncflilon for the Voag Beach L,lne. Thl« fa the plan eontemplateil In ApitllcallDti IH6. Wo reoommand thai thi* application he dlamlaa'il 330 L"^ AxcELES Ter-mi-nal Investigation B— To construct and double-track elevated bridge and tracks across the Los Angeles River between Sixth and Seventh Streets (this is the south- erly curved bridge, as shown on the plan). C — To construct part of connection with the Southern Pacific south of Al- hambra Avenue. D— To construct interlocking plant between northerly and southerly curved liridges between Sixth and Seventh Streets. The Southern Pacific agrees : A — To construct double-track elevated structure and tracks from the east line of the Los Angeles River between Sixth and Seventh Streets west- erly to a location near Sixth and Alameda Streets. B — To re-arrange its passenger facilities and connect the station tracks with "A" above. C — Construct interlocking plant for "B" above. All of the above construction is to be jointly used. After the com])lction of Unit One. Unit Two follows. This covers construction liy the Salt Lake of minor trackage near Alhamhra Avenue and the river by the Southern Pacific, construction of a new track from the Santa Fe right of way at Humboldt Street and the Southern Pacific right of way near Dayton Avenue, along the east bank of the Los Angeles River. Unit Three covers construction by the Salt Lake of — A — A single track curved connection between the main line at Hostetter Street (Alosta St.) and Butte Street. B — Part of new connection curving southerh- from Butte Street into Ala- meda Street. Within five years from the effective date of the agreement, the Southern Pacific may elect to join with the Salt Lake in a joint passenger train car yard, to be located upon not to exceed 30 acres of the Salt Lake property along the east bank of the Los Angeles River between First and Seventh Streets, and tlie Salt Lake may elect to join the Southern Pacific in an interchange yard upon Southern Pacific property between Dayton Avenue and Alice Street. The passenger train yard is to be constructed by the Salt Lake and the interchange yard by the Southern Pacific. Both companies reserve the right to admit one or more additional railroads to these new yards, but the agreement does not bear anv reference to the use of the Southern Pacific Station facilities by any additional road other than the Pacific Elec- tric, which may be admitted at the election of the Southern Pacific. The Salt Lake also grants to the Southern Pacific for the sole use of the Pacific Electric without rental therefor, an easement during the life of the agreement, for a right of way of sufficient width, not exceeding 50 feet, for the construction, maintenance and operation of a double-track electric railway along the Salt Lake right of way on the east bank of the river from Aliso Street to the northerly curved bridge, as mentioned in the agreement. The agreement further provides for the division of the cost of certain additions and bettertnents and the costs of operation. .532 Los Angeles Termixai. Investigation Detailed Description of Proposed Construction Beginiiiiisj at the southerly etid of the present umbrella sheds at the present Southern Pacific station, it is proposed that the tracks rise, curve to the east and cross over Sixth Street and Alameda Street on a 0.6 per cent ascending grade. It may be noted that the curvature is 10° and that the rate of grade is a one per cent compensated grade. The intersection of Sixth and Alameda Streets is to be depressed 5 feet and the tracks carried over both of these streets. At Sixth Street the full width of the street would be available, but at Alameda Street, due to a proposed connection to allow train movements from the station site into Alameda Street south thereof, the width of the street is contracted from 68 to 40 feet (41%), This plan of street depression and subway produces an extremely awk- ward situation at Sixth and Alameda Streets, which we do not believe the cit)- would look upon with favor. Alameda Street should not be contracted in width, because of the large amount of traffic it now carries and must carry in the future. This objectionable feature may be partly overcome, however, by doing away with the proposed connection to the tracks in Alameda Street south of the station and by increasing the width of the roadway. The proposed track connection is apparently for the use of the coach ecpiipment movements between the station and the present coach yard but we believe that train movements of this kind should not be al- lowed, because of the present grade crossing conditions at Seventh and Alameda Streets. Instead of waiting five years for the proposed joint passenger train yard, it should be constructed at once if this plan is ap- proved. With regard to the width of Alameda Street, this elimination of the track connections will avoid the contraction of the street. The 3% grades proposed in the subway are not prohibitive but should be made less, if possible, to avoid adjustment in the tonnage carried on drays and trucks, since all the streets used for draying in this vicinity have grades of con- siderably less than one per cent. The point has been made that this subway would occasionally be filled up with water, but, since it is possible to suc- cessfully drain it directly into an underlying storm sewer, this cannot be regarded as an argument against the plan. We have already noted that the maximum number of station tracks possible at the Southern Pacific site is twelve, this limitation being im- posed by the width of the site. There are now eight station tracks and it is possible to build four more without encroachment on Alameda Street. rile number of approach tracks proposed was two, as shown bv Fig. 118. From Alameda Street, the proposed elevated approach continues to rise, running easterly approximately parallel to, and from 300 feet to 400 feet southerly of Sixth Street, to the west bank of the Los Angeles River, crossing over Mill, Mateo, Imperial. Santa Fe and Alesquit Streets. 33() Los Angeles Terminal Investigation The profile of this elevated approach is given in Southern Pacific-Salt Lake Exhibit No. 3. This profile shows wooden trestle construction from Alameda Street to Mill Street, steel elevated construction from Mill Street to Mateo Street, and wooden trestle construction from Mateo Street to Mesquit Street, with steel bridges over Mimosa (now Imperial) Street and Santa Fe Avenue. All of these streets are to be crossed with a net clearance of 22 feet, which will allow the construction and operation of tracks beneath, over which standard freight cars may be moved without impaired clearance. From the end of the curve at Sixth and Alameda Streets, the rate of grade is 0.63% ascending; from Mill Street to Mateo Street, 0.31%, and from Mateo Street to the west bank of the river, 0.55%, both of these grades also ascending. The proposed base of rail where these elevated tracks cross the Santa Fe main line tracks at the west bank of the river it 276.1 (City Datum). If the Santa Fe tracks are depressed, as herein recommended, their elevation would be 243.84, and allowing 26 feet gross clearance, the top of rail on the elevated structure would be 269.84, which would permit a level grade on the elevated tracks on the west bank of the river to Mateo Street. Beginning at the west bank of the river, two curved bridges were pro- posed — one curving to the north and one to the south, both on ten-degree curves. The rate of grade on the northerly curved bridge was proposed at 0.41 9(. The curves on this bridge brings the elevated tracks, after crossing over the Salt Lake tracks, parallel to the east bank of the river, and, con- tinuing to descend, the tracks pass under the Fourth Street Bridge, which, by the way, it was stated would have to be raised about 8 feet to accom- modate this scheme, and come to grade just north of this bridge. It was first planned to start the curve on the southerly curved bridge at such point on the west bank of the river that the elevated tracks on the east side would be adjacent to the east bank of the river, but this having developed difficulty in the separation of grades at Seventh Street, it was later proposed to move the curve easterly, so that the elevated tracks would cross over Seventh Street, just west of Anderson Street. From Seventh Street, the elevated tracks descend, coming to grade at Ninth Street. Full discussion of the adaptability of the Southern Pacific-Salt Lake plan on the east side of the river to the proposed depressed grades of the river tracks and the proposed viaucts has already been given in Chapter VI, with the conclusion that it was feasible to provide a satisfactory rate of grade for the railroad and make the necessary grade crossing elimination at Fourth, Seventh and Ninth Streets. The plan of having but two tracks at the throat of the yard was quite severely criticised at the hearings held before the Commission, it being alleged that Itiis number was sufficient for satisfactory operation. We agree that two tracks are not enough but see no reason why four tracks could not Plans Presented i-or a Union Passenger Termin. ?,2,7 be built. They would be desirable even at first, but it would not be neces- sary to build them all the way from Alameda Street across the river until the traffic has increased considerably above the present train movements. Following will be found a table showing the relation between the num- ber of trains, station tracks and approach tracks at several of the Chicago stations and similar data estimated for the Southern Pacific Station. This information has been supplemented by data for a proposed union station at the Southern Pacific site, and comparison between this station and the Chi- cago station may be made. Based on Chicago experience, the twelve tracks at the Southern Pacific station will be sufficient for the 140 trains expected in the future. COMPOSITE RUSH HOUR TRAIN TRAFFIC* CHICAGO PASSENGER TERMINALS Trains Per Tracks — Trains — Trains Per Day Busy Hour Per PerSta- PerAp- Per Sta- Per Ap- Sta- Ap- Per Busy tion proach. tion proach Station tion proach Ratio Day Hour Track Track Track Track C. & N. W. ... 10 2.67 Jly 40 iy.7 ii.Z 2.88 7.67 Union 12 4 3.0 278 37 2i.l 66.3 3.08 9.25 La Salle 11 4 2.75 196 22 17.8 49.0 2.00 5.5 B. & 6 2 3.0 31 4 h.2 15.5 .67 2.00 Dearborn 9 2 4.5 154 19 17.1 11.0 2.11 9.50 1. C. (12th St.). 7 2 3.50 89 9 12.7 44.5 1.28 4.50 Total 61 20 3.05 1067 137 17.46 53.3 2.25 5.85 I. C. Suburban (Randolph St.) 6 2 3.0 284 34 42.7 128 5.1 15.5 Grand Total 67 22 3.05 1351 171 20.15 61.4 2.55 7.77 NOTE: Records compiled from station train sheets. Busy hours of each individual station taken without reference to other stations. These periods overlap in some cases. The total represents the nia.xinnim station business for a complete rush or busj' hour. * From 'Report on Railroad Terminals, City of Chicago, by Bion J. Arnold." Arcade PROPOSED SOUTHERN PACIFIC UNION STATION 140 .. 11. 12 12 3.00 6.00 70 Proposed Pacific Electric Construction The Pacific Electric is also a party to this plan. It is proposed to con- tinue the present elevated structure from San Pedro Street easterly and ap])roximately parallel to Sixth Street, along a private right of way to Ala- meda Street, where the Pacific Electric tracks would cross over the curved bridge to the vard and al.'^o over Alameda Street, which, in turn, would cross over Alameda Street, involving what might be called a "two-story" crossing 33?. Los Angeles Terminal Investigation at this point. See Fig. 118 (see page 333). The Pacific Electric tracks would then be at an elevation of 37 feet above the present grade of Ala- meda Street and 42 feet above the bottom of the proposed subway. West of Alameda Street the Pacific Electric tracks would become parallel and adjacent to the Southern Pacific tracks and follow them to and across the river and northerly along the east ,bank coming to grade at the same point. They would then continue at grade, passing under First Street to a point just south of Aliso Street, where they would turn to the east, either crossing at grade or crossing over the steam railroad tracks and connecting with the present main line just east of Mission Road. The first scheme was to make this crossing at grade, but this was later revised so that the Pacific Electric would start to rise just north of First Street and south of Aliso Street, would cross over the steam railroad tracks, then over Aliso Street and Mission Road and come to grade at Brooklyn Avenue. Just before the Pacific Electric reached Alameda Street, it was also planned to have an elevated line turn south and pass over Industrial Street along the right of way on the westerly side of Alameda Street. They would then cross over Seventh, Eighth and Ninth Streets and reach the present Southern Division main line at grade at Fourteenth Street, although this construction might be progressive to reach Nonth Street at present, later to extend to Fourteenth Street or even toward Vernon or Slauson Avenues. Figs. 117 and 118 (see pages 331 and 333) show a connection from the throat of the yard southerly into Alameda Street on a 2.3 per cent grade and, as heretofore mentioned, apparently for the use of the coach equipment movements between the station and the present coach yard and for the continuance of industrial switching in Alameda Street. Under this plan there is no reduction of the passenger traffic south of Seventh Street and across the very busy crossing of Seventh and Alameda Streets. The pas- senger traffic now consists of only two train movements each way per day and is unimportant, but the combination of passenger and freight switching is responsible for entirely too much congestion at the Seventh Street cross- ing. There is no necessity of building this connection. These passenger trains, operating over the Anaheim Branch only, could be rerouted, using the Salt Lake tracks to Cudahy, where they could transfer to the Anaheim Branch. This would require a new connection at Cudahy. The passenger car switching across Seventh Street would be eliminated by construction of the proposed passenger car yard on the Salt Lake right of way between First and Seventh Streets, and the freight switching by the plan proposed for the amelioration of Alameda Street grade crossing situation through elimination of the traffic, in which it was recalled that all freight cars destined for points on Alameda Street south of Seventh Street would reach Alameda Street via Butte Street and not by a haul along Alameda Street north of Seventh Street. 3'3G .ML ' // i^KW}")'/ jyi K;-t. •i w.^ % '^^ iwtj HTi// n/ PASSENGER AND FREIGHT ROUTES AND FACILITIES UNION STATION AT THE SQUlHtRN PACIOC STATION SiTt Via. 111. nouTG 5TATIOW AT THE SOUTIIEHN PACIFIC HITE o IncMlon of pBiiioBvr and trelKtit minen ;iiid faclllilM, vlnduoU, ett, wllh the nnlon SlaUon at the Arcade iltc, and ahoold tie compared wllh Rlmltar pIoDi (or Ihr n(ho( iwo (l(» eomidcrtil. tile wllhoul denoGtlUB or brldKlns Alamoda Street. Alas nolo the ln«onv«nUnca or the alte witb r*tcranca to rapid ttuult line*. Tb« pl>D la tiot rccommenilsil. G O 340 Los Angeles Tekmixal Ixvestigation SOUTHERN PACIFIC PLAN REVISED FOR UNION PASSENGER TERMINAL This name may be applied lu the Southern Pacific-Salt Lake plan as we have modified it for a union passenger terminal at the Southern Pacific site, by certain changes and elimination of certain objectionable features. Track Changes at the Station Four approach tracks of a train length have been substituted for the two proposed, resulting in a diiiferent arrangement of the south ladder tracks. The approach from Alameda Street from the south is eliminated, resulting in a somewhat different alignment of the curved approach at Sixth and Ala- meda Streets. This change in alignment permits depressing Alameda Street 4 feet, instead of 5 feet, while Sixth Street is depressed 5 feet only under the railway bridge. Two more station platforms and umbrella sheds and four station tracks are added, as in the original plan. South of the sheds the station tracks are continued parallel and straight and stubbed, but provided with a cross-over at an appropriate distance from the end. This provides tracks of sufficient length and at the same time provides for the prompt release of road engines and gives some switching facilities which stub stations cannot enjoy. One track only is carried across Fourth Street to provide for un- loading of carload express shipments on Fourth and Alameda Streets team tracks. Site and Building Changes In order to straighten Fourth Street we propose that it be relocated to avoid the jog at Alameda Street. This increases the Fourth Street team yard and decreases the station site by the same amount, which does not seem to present any objectionable features. The present station and baggage building in the revised plan needs no important changes at this time. The present express facilities are inadequate, about 9,000 square feet more of ground floor space being needed at present, preferably in a building .iO leet wide. Two niethiids of providing this facility have lieen considered. I'he station tracks north of the umbrella sheds are long and such a building may be constructed along Fourth Street and at the ends of the station tracks. There is a distinct line of demarcation between the forwarding and delivery departments, and we see no reason why they should not be sepa- rately housed, provided the length of trucking haul may be in this way re- duced. Since the inbound trains have their express cars on the north end, the space north of the sheds may be used for unloading and the present express building, nearby, for a delivery house. It also has adequate second- floor office space. 342 Los Angeles Termixal Investication A terminal postoffice being desirable, this and the forwarding building may be located on land to be acquired, now privately owned and south of the "auto jiark." The present express building has 10,250 square feet of ground floor. A new forwarding building should have 10.000 square feet, which is given by a building 50 feet by 200 feet. Further increment may be made by extend- ing the ])resent building south and the proposed forwarding building some- what to the south and to the north into the "auto park." In this way at least 40,000 square feet may be found. The requirement of a terminal postoffice for ten years is taken at 40,000 square feet, preferably in the shape of the width about half the length. This may be located at the southeast corner of .Sixth and Alameda Streets, al- though a rectangular shape is not provided. Method of Operation In order to compare, analyze, or prepare plans showing diiiferent facil- ities used in handling passenger trains, it is necessary to have before us the proposed method of operation. Our plans for a union station and coach yard are predicated upon joint operation, division of the cost to be made on some equitable basis to be determined later. It is also contemplated that a union engine terminal be used for passenger train locomotives, light and turning repairs and boiler washing to be pooled. This, however, is not abso- lutely necessary and its adoption depends, to a large extent, upon the rela- ti\'e location of the station and roundhouses. Inspection should be made by the individual roads in either event. Passenger switch engines are to be handled the same as road engines, as far as light repairs and supplies are concerned. Under private operation of the roads, the switch engines might be rented to the organization controlling the operation of the terminal. Passenger train cars should, however, be cleaned in one union coach yard, and it is contemplated that this work would be pooled between the different roads, as would all light repairs, light shop work, Pintsch gas manufacture and train charging, air-brake work and disinfection. The stock of all light repair parts and coach supplies would also be pooled. It is probable that commissary plants would have to be indixidual. the employees and supplies being under the control of the individual roads, but there seems to be no reason why the commissary plants cannot be housed in the same building, the space assigned lieing based upon the requirements. Certain parts of this service should be pooled, such as refrigeration, fuel and steam for diners, cooking and sterilization. Coach Yard It is proposed to establish a union coach yard on the property of the Salt Lake on the east bank of the Los Angeles River between First and Plans Presented for a Union Passenger Terminal 343 Fourth Streets. No plans have been drawn for this facility. There is. how- ever, sufficient area. Our estimate for the cost of a coach yard is taken to be the same as that for a coach yard at the site of the present Southern Pacific freight yard, as proposed under the Plaza scheme, as there is no reason why the facility should not cost about the same in either location. Locomotive Facilities The present Southern Pacific roundhouse at the .Mhambra Avenue shops is too small to absorb all of the roundhouse work of a union passen- ger station, unless the freight engines are provided for elsewhere. Under this plan, It is proposed ultimately to construct roundhouses at the new freight yard of the Southern Pacitic but, even if this were done, we do not believe it would be advisable to have all roads use the present Southern Pacific roundhouse, because of its distance from the passenger station. The Santa Fe roundhouse is even more inaccessible. The Salt Lake roundhouse Is also not large enough at present. Under this plan, therefore, we propose to construct a new roundhouse at the site of the Salt I-ake freight vard. The first step would involve 30 stalls. IMMEDIATE CONSTRUCTION NECESSARY The very fact that this plan contemplates elevated a])proaches. neces- sitates the completion of a relatively large portion of the ultimate construc- tion in the initial step. Passenger trains would follow, at once, their routes as previously out- lined for the ultimate scheme. With freight, no such radical change is immediately necessary. The three roads could continue the use of their present freight yards and station, except that we would recommend transfer of the Salt Lake less-than-carload business to the Santa Fe freight station, which is ample to accommodate this business. Freight trains, then, would use their present routes, except that through Southern Pacific freight trains should l)e taken off Alameda Street and, in this plan, would leave Alameda Street, turning into Butte Street, which would be followed to the east bank of the Los Angeles River. Here, by means of a new connection to the north, they would reach the Salt Lake tracks, and run north along the river to the new classification yard along the San Fernando Road. Macy Street viaduct should be built at once. This is at present the busiest grade crossing adjacent to the river. Three tracks are involved and the present bridge is inadecjuate. being only 18 feet wide. The construction of Aliso Street viaduct is also required, not only because of the sliort dis- tance between Macy and Aliso Streets and the poor grades for the steam roads between these streets, but because of the extremely heavy intcrurban car traffic and grade crossings at Aliso Street. These viaducts, in turn. _^44 Los Angeles Terminal Investigation necessitate the depression of the tracks along both sides of the river frnni Macy Street to Aliso Street and temporary grade lines connecting- the old and new'grade lines. North of Macy Street temporary grades would extend on both sides of the river from Macy Street to Alhambra Avenue. South of Macy Street, on the Santa Fe side, the temporary grade would extend to First Street. Temporary grades would also be installed to allow the Santa Fe tracks to pass under the elevated approach to the union station, which crosses the Santa Fe tracks approximately 1000 feet north of Seventh Street. On the Salt Lake side, however, it would be expedient to depress the tracks to the ultimate grade line from Aliso Street to the foot of the approach to the northerly curved bridge across the Los Angeles River. There would then be six tracks for this distance, as follows: Two ultimate freight 15 ft. and 28 ft. from official bank Two Pacific Electric 46 ft. and 59 ft. from official bank Two steam passenger n ft. and 90 ft. from official bank The last four would commence to rise just north of Fourth Street on ultimate grade and turn to the west on the northerly curved bridge. The first two would continue on ultimate grade until they passed under the last four, where they would rise on a temporary grade, meeting the present grade at Seventh Street. The southerly approach to the southerly curved bridge would meet the present grade, instead of the ultimate grade just north of Ninth Street. At the station the amount of immediate work is relatively small. The tracks would be rearranged at both ends of the present umbrella sheds. At the north end they would be continued parallel and straight and stubbed, while at the south end they would be gathered into the throat. The present station building is large enough for some time to come. The baggage room is also sufficient. The express building will do for a "delivery" building, but a new "forwarding" building should be built, with 10.000 square feet of floor area, south of the present auto park. All of the terminal postoftice should be installed. The present coach yard should l>e discontinued at once and a new union coach yard installed on the Salt Take freight yard site, including a 30 stall roundhouse. In addition to these major features, the following connections and addi- tions are recfuired on the approach routes: 1. Connection single-track, southerly, between Butte Street tracks of tlie Salt Lake and the .'Vlaineda Street tracks of the Southern Pacific. 2. Connection, single-track, northerly between the Butte Street track and the main line of the Salt Lake, between the Los .\ngeles River and Soto Street. .3. Connection, single-track, between the Santa Fe main line east of Hobart and the San Pedro branch of the .Salt Lake. Plans Presented for a Union Passenger Terminal 345 4. Connection, single-track, northerly between tlie Jackson Street spur of the Southern Pacific and the Santa Fe yard. 5. Connection, double-track, northerly, between the Southern Pacific tracks on .Mhambra Avenue from near Clover Street and the Salt Lake tracks along the Los Angeles River. 6. Double-tracking of the Salt Lake from Alhambra .\venue (South of Al- han;bra Avenue to Fourth Street this is included in the estimate of track depression) to Humboldt Street. 7. Connection, single-track, Humboldt Street between the new double tracks just mentioned and the Santa Fe and Salt Lake tracks. 8. E.xtension of the east approach of Los Feliz Road bridge over the Los .'\ngeles River. 9. Removal of Spring Street Bridge over the Los .\ngeles River. More detailed description and estimates will be found in the chapter devoted to estimates. CHAPTER XIII. OUTLINE. r'rincii)al P'actors and Requirements Approach Routes Station Building Station Tracks, and Platforms Baggage, Mail and Express Facilities Baggage Facilities Mail Facilities Express Facilities "Headend"' Tracks Locomotive Terminal Coach Yards Elevation and Grades Track Arrangement Extension of Santa Fe Freight Station Immediate Construction Necessary CHAPri:R XIII PLAN FOR UNION PASSRN(;KK -IICRMINAL AT SANTA FE SITE Several studies for |a union passenger terminal at the Santa Fe site have been mafle. but only the one thought best is discussed in this report. These plans were made for the purpose of assuring ourselves that the site would admit of a reasonable design and of furnishing a basis for estimates of cost. If a station should be established here, a more detailed analysis will probably be desirable. PRINCIPAL FACTORS AND REQUIREMENTS It has become apparent that the site of the Santa Fe property along the river from about Jackson Street to Seventh Street is larger than necessary for a passenger station yard but that it is not large enough for such a yard and a coach yard. A coach yard should be a unit in itself and should not be dispersed. Since this land is too valuable for such a purpose alone un- less an ideal layout can be obtained, and also since it seems impracticable to locate a w}e for turning trains anywhere north of Butte .Street, all attempts at locating the coach yard at the Santa Fe site were abandoned. W'e came to this conclusion although we reali;^cd that proximity tends toward economical o])eration and that it might prove advisable to locate passenger equipment storage tracks, and possibly team tracks too. on the area shown as being devoted to the extension of the Santa Fe freight station. We had also in mind the growth of the Santa Fe freight station. This led to the conclusion that the Santa Fe site is ample for a i)assenger terminal and for the growth of the freight station, and the plan submitted provides for these two things. Estimates, however, do not include the extension of the freight station. The fact that the electric intcrurban lines should reach the station is another controlling factor. Provision is made for the intcrurban line, for a local line and for the large express and mail traffic handled by the Pacific Electric. .U8 Los Angeles Terminal Investigatiox Approach Routes Southern Pacific passenger trains from the Coast or Valley Routes en- tering the city via Burbank and Glendale would run as at present along the easterly side of the Midway yard to North Broadway, where they would connect with the Santa Fe tracks along the bank of the river and proceed along these tracks to the station yard. Southern Pacific trains from Colton would enter the city on Alhambra Avenue as at present, cross the Los Angeles River on the present bridge and then, by means of a new connec- tion, turn south and reach the tracks on the river bank just north of Macy Street. If Alhambra Avenue is not depressed, it is possible to build this connection with a maximum grade of 1 per cent compensated and curves of not over 10 degrees. If the tracks on Alhambra Avenue are depressed, this grade can be reduced to approximately 0.66 per cent, compensated. Southern Pacific trains entering the city from the south via Florence would proceed along Alameda Street to a point just south of Butte Street, where a connecting track with the Butte Street track of the Salt Lake would be installed. They would then proceed easterly along Butte Street, crossing over Santa Fe Avenue on a new fill and bridge, and at the west banks of the river would turn into the Santa Fe tracks, following these tracks to the station. The Santa Fe trains would use the same routes as at present except that at Redondo Junction it is proposed to construct a new bridge. (Inas- much as this bridge is a part of all plans presented, the reasons for Iniilding it will not be here given. The matter has already been discussed in Chapter VI.) Salt Lake trains from Pasadena would reach the Santa Fe tracks on the east bank of the river near Humboldt Street by means of an easily constructed connection. From this point they would follow the Santa Fe tracks to the station yard. Salt Lake trains from the south and the east via Riverside would reach the Santa Fe tracks by means of a new connection to be built at Hobart Junction. The Santa Fe tracks would then be fol- lowed to the station. With a union station at this site, it appears possible to bring the Pacific Electric into the station at Sixth and Main Streets via a route very similar to the one proposed in the Southern Pacific-Salt Lake-Pacific Electric plan. That plan provides that a line should be followed from Aliso Street south along the east bank of the river, thence turning west along a line just south of Sixth Street and crossing the river on a curved bridge and passing over the tracks on the west bank. We now propose to bring the Pacific Electric over the tracks on the east bank of the river at Aliso Street and to cross the river on a new curved bridge, at the same time turning to the south and crossing over the propo.sed two freight tracks adjacent to the west bank 901 MAJS JAHIMFI3T f130M3a2Aq MOIMU 3HV TA 3TI2 H0ITAT2 31 ATHA8 a3J30M> 80J K R T314 MSUASe HTI« M'< iTir/i< HUT T/ l/ZIMHMT nHdfZAi" I t /I.I/ J JIOM *ii.ilJoJinill I'lUi d»HlllillB>!r„i ;HEJ0K-ir'"C1iPHHAVN:- AND D^". ' ■ n fOUNDftTIOII UBSASV lOS K..L,ES, - - CWJfOimiA SANTA FE STATION SITE LOS «*GCl£S 3 1 FOR irMo;« ■•«S!tB] ■implr ■lir (qr mrh a ^ o ^ H (-1 ■f} P. Y H o t^ tK c E^ o hr ■■ c > ~ Ui •*1 ^ V) +J < fT< « *-* C c »5^ \,'^ yw ••^m^^mm^ Jll l|WMI ) V r' r ^ 'V' 1 (\ '■! ■/OITAT8 XUIK'i HU'// -lAK STJUN .MSI .OI** ^ ,^5i Los Angeles Terminal Investigation of the river. The track would then descend to grade, pass through the sta- tion yard at grade, using station platforms similar to those for the steam roads, and, after going under the Fourth Street viaduct, would rise again. Thence, turning to the west, the track would cross over all of the yard tracks and would proceed to the Pacific Electric station on an all-elevated struc- ture. This route would be used for rapid transit only. Near Alameda Street a branch elevated structure to the south would carry the Pacific Electric tracks over Seventh Street. Between Ninth and Fourteenth Streets the tracks would descend to the present grade. Ultimately, some other dis- position of the tracks south of Tenth Street might be made, either by open cut or elevated construction. It is also proposed to extend the Pacific Electric from Si.xth Street and Ceres Avenue down Sixth Street to Mateo Street, thence along Mateo Street to the station. This would be a local route over which street car service only would be given, although baggage, mail and express could also reach the station over this route. Station Building As shown on the plan, the station building is located along Santa Fe Avenue, centering on Third Street, with the main entrance opposite the end of this street. The building, as planned, is 500 feet by 160 feet and is set back 27 feet from the property line of Santa Fe Avenue, although the entrance is set back but 19 feet. The front portico would be accessible for automobiles. Street cars, both Los Angeles Railway and Pacific Electric Railway, could berth immediately south of the exit. Inasmuch as some 60 per cent of the passengers reach the station by cars, it seems proper to afford this con- venience. At the rear is shown a marcjuis 40 feet wide cantilevered on posts. The exit is on the south end, entirely away from outbound passengers. No plaza or park is provided for as a setting for the station. As noted elsewhere, a plaza is not recommended in the plan. This feature could, howe\er, be incorporated : in the event that it was thought desirable, prob- ably the block bounded by Second, Third, Santa Fe and Vignes Streets extended south, could be acquired. The station should then be moved north to center on this park. No plans for a station have been prepared, as in the case of the plan for a terminal at the Plaza. It was simply developed that probably about 60,000 square feet of ground floor area is required, and the ground floor of the union station at Washington, D. C, was redrawn to fit the reduced size. As shown, the area of the station is about 72,000 square feet. This excess over the 60.000 square feet (which is used in the plan for the station at the Plaza I gives a little better arrangement, which is desirable where space is available. Also, this building has no concourse which the public may use. This is because such a concourse w^ould not fit well into the plan for a pedestrian siibwav. J99. -i •a -11 ATi>!»*( MUTT/ /■oiT/.r*. nH.)rn*.>'t.'t rorri fio'< ^a.ih Tirfit^Tii/'iMU a^iH-AAfi.tfA j«i .;hm ru'woua niil'i)ii->t>»t4 -jiU Jo "■'"" c c 354 Los Angeles Tkr.mixal I.westigatiox The station building would be at approximately the same level as Santa Fe Avenue. Since the tracks are limited to about the same elevation, it was decided to show the subway system of reaching the passenger plat- forms — the same scheme as is used at the present Southern Pacific station. This effectually does away with the necessity of having the passengers cross the tracks and provides the possibility of separating the streams of incom- ing and outgoing passengers. As shown, the plan contemplates surface trucking. For the present, this would be satisfactory, but in the future when the railroad traffic becomes too congested, a trucking subway, or sub- ways, might have to be added. These are, however, undesirable and would probably be unnecessary for a considerable period to come on account of the large head-end trackage provided. Station Tracks and Platforms Spacing the tracks alternately 12.5 feet and 29.5 feet gives room for 16 passenger train tracks, 3 head-end tracks, 2 Pacific Electric tracks and 2 freight tracks. It may be noted that the Pennsylvania Station in New York has only 21 tracks devoted to the use of through trains (as distinguished from the electric suburban service of the Long Island Railroad), and that about three years ago these through trains amounted to 124 per day. This station is a through terminal, as would be the case with the Los Angeles union station at this site. The freight tracks at the Santa Fe site by-pass such freight business as must pass the site. The 29.5 foot spacing is for the platforms and shel- ter, the former slightly above top of rail and made of asphalt, and the latter unit-built reinforced concrete '"butterfly" sheds similar to the sheds at the present Southern Pacific station. The sheds, as shown, are nine in number, seven of 800 feet and two of 600 feet in length. The platforms would be reached from the main transverse subway by side subways 85 feet long, on 11.8 per cent grades. The main subway also would reach the tracks of the Pacific Electric Railway, alongside of which are platforms 700 feet long with shelter, as along the steam road tracks. Baggage, Mail and Express Facilities Baggage Facilities South of and adjacent to the passenger station is the baggage build- ing, reached by a doorway from the depot. This building, 132 feet by 300 feet (39,000 square feet), has but one story although it would be possible to provide more stories for office space or future additional baggage space. The building has the length of its sides in about the proportion Of 2 to 1, which is usually the most convenient shape for baggage or mail use. It is set back 68 feet from the property line of Santa Fe Avenue and has a 60-foot driveway in front, behind an 8-foot parking strip where trees should I'xiox Passenger Tkkmixai. at Santa 1'"e Sit:-; 353 be planted in order to screen this huiUlintj and make the station more prom- inent. The back of this building is provided with a 30-fr)ot marquis, adja- cent to which are two tracks. Mail Facilities We have attem]jted to comply with the postofifice requirements of 40,000 square feet by having one side twice the end in length in the building shown, which is very like the baggage Iniilding just described. It is also one story high and is 132 feet by 300 feet (39,000 square feet). Express Facilities The express building shown is fiO feet by 700 feet (42,000 square feet). This width is based on advice from the officials operating the Western De- partment of the American Railway Express Company. The length, how- ever, is an estimate. This building has a marquis and a covered platform on all sides, 30 feet wide on the track side. Express team tracks are shown with a capacity of forty-two 70-foot cars adjacent to the express building. Tracks for nineteen more cars may be installed at First Street and Santa Fe Avenue. .Xboul eight Pacific Electric express cars may reach the station under the arrangement shown, but this also is subject to such rearrangement as may prove necessary. "Head-End" Tracks "Head-end tracks" may be defined as tracks upon which the cars on the head-end will, no doubt, find it necessary in the 356 Los Angeles Terminal Investigation future to extend its present freight station. We have indicated how this might be done on the portion of the site unnecessary for passenger use. If this is not thought desirable, this space may be used for freight team tracks or coach and PuHman storage tracks. Locomotive Terminal Under this plan, a new freight yard is proposed at Hobart. An engine terminal for freight engines should be located and constructed at this yard. This would leave the present Santa Fe engine terminal at Butte Street free for use as a union passenger road engine and switch engine terminal, if desired. The roundhouse now has 25 stalls. The present car repair tracks are contemplated for passenger car repairs, as a part of the coach yard and for some heavj- freight car repairs. Light freight car repairs are to be made at the Hobart yard. There is no necessity, however, for drawing rigid lines in this respect. Coach Yards It is proposed to locate coach yards either at the present Southern Pacific freight yard or at the Santa Fe shop yard site which lies along the Los Angeles River just north of Butte Street. This latter site would have to be considerably enlarged for the purpose. In order to turn the cars, it is proposed to build a "balloun" or loop track around the roundhouse and light repair yard, which will enable a train to be turned and run into the yard without stopping and changing direction. As shown, this loop is on an 11 degree curve. The coach yard may be divided into two parts : one, of 17 stub-end tracks butting up against a coach and Pullman service building and holding 300 cars (70 feet), and the other of 13 tracks, accessible from either end, holding 185 cars. These 30 tracks have a capacity of about 485 70-foot cars. The tracks are spaced alternately 16 and 24 feet or 40 feet per pair, the same as in the Sunnyside Yard of the Pennsylvania Railroad on Long Island, which handles the New York traffic, this spacing having been de- cided upon there after considerable attention by all departments. Future extension of this coach yard, as shown, will provide double-end tracks with a capacity of about 270 cars, making a total future capacity of 750 cars. This number may be still further increased by the use of the present Santa Fe coach yard's new coach tracks south of Seventh Street, parallel to the river, or new additional coach tracks at the station site. The future extension shown does not interfere with the gas holder of the Southern California Gas Company, but the gas generators of the South- ern California Gas Company are in the way of future expansion. These should be relocated as it becomes necessary to replace them. There are two oil tanks of 300,000 gallons capacity, which should be moved though this is not necessary at once. The land required for the coach yard includes I I*. HH t.T'riH'. aiiT T/ /■owi.T' trA-tf.H'y I 'i ziM/r no-' r/u'i i r i.nviyytt. tvv riii/v li i/o> r.uir. i ii' - rrufiooeT Jon »iM»«T»rtJ 31 I 1 »o rolli' mo sfuao firw Jl ,n«l'j »% MiajM srij PLAN FOR UNION COACH YARD TO ftCCOMRANY PLAN FDR A UNION PASSENGER STATION AT THE SANTA FE SITE LOS ANGELES ■ ■ Euinu CnalBiks IiflDMUl »«1. J Pin. 197. I'l.A t roAni vAtiD TO AccoMfAnv ■•uan for i m c 358 Los Angeles Terminal Investigation lands of the gas company, and while some arrangement for purchase should be made if this plan is adopted, the establishment of the coach yard need not interfere particularly with the gas property since the structures may be rebuilt and moved as necessary. In the meantime a rental for the land can be arranged. The 17 stub-end tracks butt up against a service building, accessible bj teams from Santa Fe Avenue. Each track will hold the longest regular train, even if the train is cut and spaces left between cars. Ten tracks are provided for diners and are spaced at 25-foot centers butting up against a commissary building. There should be a platform between each track for the reason that diners are stocked through the kitchen windows. A shed covering the cars and platforms is also shown. The building, two stories high, is accessible for teams for delivery of food and other supplies. The Pullman and coach service building is shown as located across the ends of the stub-end tracks, available for teams. A space for a battery build- ing, etc., is left in the middle of the yard. It is contemplated that repairs would be made on the present repair tracks near the roundhouse. The plan, as shown, while principally for the purpose of assuring the possibility of. and furnishing a foundation for, estimates, is, of course, sub- ject to further change. Even as presented, it appears to furnish many desirable features. Free switching, especially, has been considered, not only of the coach yards but of the industrial tracks and the freight station. On the other hand this location of a coach yard has one particularly undesirable feature. The yard itself encroaches on industrial development, especially in the future. The site of the yard is in one of the best parts of the industrial district, lying between the river tracks and Santa Fe Avenue, and a district in which spur trackage can be installed at minimum e.xpense and without the intmduction of grade crossings of streets. Not only would the yard intrude, but the switching between the coach yard and the station would interfere with freight switching to and from industry tracks. In the ultimate analysis it may develop that these factors point deci- sively to a coach yard location elsewhere. The present Southern Pacific freight yard site, proposed as a coach yard site under the Plaza plan, is but very little farther from the Santa Fe Station site than the coach yard site at the Santa Fe site. Aside from this disadvantage, the Southern Pacific freight yard site is in our opinion as well suited for a coach yard site as the one which we recommend or perhaps l)etter, and this may be considered an alternate recommendation. The cost would be little different. L'mon Passk.nger Tkkmixal at Santa I-"r, Sni- 359 Elevations and Grades The Santa Fc site is generally level. The ground slopes down from the river tn Santa Fc Avenue with an approximate slope of 0.3 per cent across the yard. In the other direction. Sixth Street is about 17 feet lower than First Street, and the average rate of grade is appro.ximately 0.5 per cent. With these conditions, there is every opportunity for free choice in the loca- tion of tracks and other facilities. There is, however, one limiting feature introduced by the plan for the depression of tracks along the river : The distance available for tracks un- der the viaduct is limited to 210 feet from the offiicial bank of the river, which necessitates a more curved ajjproacli to the station yard than is desir- able and which results in an impaired clearance over some of the approach tracks. (See drawing showing proposed viaduct over F^irst Street, l-'ig. .^0 on page 179.) Further analysis may improve this situation. .\t varinus places on the tentative station plan the proposed elevations are shown, the grade lines being straight between these points. .\t First Street all tracks are at the same elevation, 2.^S.-!4 (city datum), and at the elevation ])roposed for track de|5ression. The station tracks are level to the southerly end of the umbrella sheds, then descend on a 0.49 per cent grade for 900 feet, and then for l.iOO feet on a 0..^.^ per cent grade meeting the grade line jiro- posed for track depression about opposite Sixth Street, following this grade to Seventh Street. The freight tracks descend from First Street to the south end of the umbrella sheds on a 0.2 per cent grade. This design is chosen to avoid a retaining wall between the freight and Pacific Electric tracks. The freight tracks then descend on a 0.49 per cent grade for 2200 feet, and we find them opposite Sixth Street at the same elevation as the pas- senger tracks. F"rom .Sixth Street south, the freight tracks, which art about 163 feet from the river, descend on a 0.64 per cent grade to Seventh Street, where they pass under at elevation 235.7, or 4 feet lower than the passenger tracks adjacent to the river. It will be seen that the rates of grade are very favorable. A close analvsis would probably reduce the amount of grading re- quired, now estimated at about 390.000 cubic yards between Aliso and Seventh Streets. Track Arrangement The yard as drawn by ns is designed with No. frogs and double slip switches. Curves, for passenger tracks, are limited to 10 degrees. Roth of these features appear to coincide with the best practice. Station tracks are tangent for the full length of the train, except for the verv longest trains. These can be accommodated by two tracks. This plan also provides for easy coupling of cars and straight sheds. The throat arrangement permits of alternate routes and great flexibility in operation. 360 Los Angeles Terminal Investigation While a seemingly large number of slip switches are shown, the effort has been made to reduce these to a minimum in the ultimate plan. Since this is a through station, we have estimated that one interlocking plant would handle both ends of the yard. Extension of Santa Fe Freight Station Extension of the Santa Fe less-than-carload freight station is shown at Santa Fe Avenue and Fourth Street. It consists of a layout very similar to that of the present station and is for the more distant future. This will add 120.000 square feet of shed and 2,900 square feet of transfer platform to the present facilities, which amounts are approximately equal to the present facilities. No estimates are presented for this freight station. This need will come in the somewhat distant future, and since such a facility will then have to be provided in any event, it is not properly chargeable against a station plan. Until this extension is necessary, the space may be used for coach tracks or team tracks or may possibly be leased to industries not requiring permanent buildings. IMMEDIATE CONSTRUCTION NECESSARY Passenger trains could be routed to a union station at the Santa Fe site as follows : Those routes are selected that require the least immediate construction commensurate with satisfactory operation. Southern Pacific passenger trains from the Coast and \'alley routes would transfer to the Santa Fe tracks just north of North Broadway Bridge. Trains entering the city via .\lhambra Avenue would cross the river and turn south on a new curved connection, reaching the Santa Fe tracks just north of Macy Street. Trains from the Anaheim Branch could either turn into Butte Street from Alameda Street, follow this street east to the river and reach the Santa Fe tracks by means of a new connection, or could transfer to the San Pedro Branch of the Salt Lake at Cudahy, following the route of the Salt Lake trains from that point to the station. Santa Fe passenger trains would follow their present routes. Salt Lake passenger trains from Pasadena would transfer to the Santa Fe tracks at the east end of its Humboldt Street Bridge. Trains from Riverside and from Los Angeles Harbor would transfer to the Santa Fe tracks at Hobart, using new connections. Freight trains of all roads would run as at present, except that South- ern Pacific trains from Los Angeles Harbor would use the Butte Street track of the Salt Lake from Alameda Street to the Santa Fe tracks at Redondo Junction and thence northerly along the Santa Fe tracks on the west bank of the Los Angeles River, as proposed for the Anaheim branch passenger trains. Union Passenger Terminal at Santa Fe Site 361 Since the proposed union passenger station would occu])y the site of the present Santa Fe freight yard, it is proposed that sufficient trackage be installed in the new freight yard site of the Santa Fe east of Hobart. No changes would be necessary in the Southern Pacific or Salt Lake freight yards. Also, since under this plan it is proposed to continue in the three freight stations of the three roads, no changes would be required in the freight stations. As' in all plans for initial construction, the depression of the Salt Lake and Santa Fe tracks is contemplated from Alhambra Avenue to F'irst Stree't, in order to pass under proposed viaducts carrying Macy and Aliso Streets across the Los Angeles River and adjacent tracks. With the union station at the Santa Fe site, the general level of the station demands that the ulti- mate excavation for the station yard be undertaken and completed at once between First Street and Station 122 plus ~7 . F"ig. 26 (see page 146). Be- tween the latter point and Seventh Street the present grade may be used since Seventh Street is not to be depressed at once. It follows that the tracks between Aliso Street and First Street should be deiircsscd to their ultimate grade. The level of the present First Street viaduct will permit passing under it with standard clearance. It is realized that the Seventh Street crossing of the Santa Fe tracks will be considerably busier. Some criticism may possibly be justified as condi- tions at this crossing are not improved but aggravated. We have not in- cluded the construction of a new viaduct at Seventh Street in the first step because the present bridge is of adequate width and cost a large sum of monev only ten years ago, and the city should obtain a longer service. We do, however, recommend that this bridge be replaced by the proposed via- duct over the tracks and ri\cr at the end of five years. The first stcj) at the uninn station would contem|date construction of the station building com])lete and all the trackage. All the tracks are not nccessarv now. but since their cost is relatively small and since the main transverse subway would have to be built complete to reach and serve the Pacific Electric tracks, the installation of all the trackage seems justified, particularly as operation of the yard might be made somewhat less expensive. The following areas of buildings will he sufiicient for the present: Expresa building 24.000 square feet Baggage building 24.000 Mail building 40,000 At the coach yard it will not be necessary to install all the trackage. and at the site of the present coach yard, rearrangement is not now neces- sary. The site of the proposed future extension, or addition, to the freight station may, if desirable, be temporarily devoted to passenger car yard uses. 362 Los AxGELES Terminal Investigation Aside from the station, freight yard track depression and grade cross- ing elimination, the following construction is necessary on the approach routes : 1. Connection, single-track, Butte Street track of the Salt Lake into Ala- . meda Street southerly. 2. Double-tracking of Santa Fe from each bank of Los Angeles River to new freight yard at Hobart. 3. Connection, single-track, between Butte Street and main line tracks of Salt Lake east of the Los Angeles River. 4. Connection, single-track, between industrial spur of Santa Fe north of Industrial Street with tracks in Alameda Street. 5. Connection, single-track, of Jackson Street spur with Santa Fe tracks. 6. Removal of present main line crossings of Macy Street and .\liso Street Bridge. 7. Connection, double-track, at Mission Tower of tracks in Alhambra .\ve- nue and Santa Fe tracks along the river. 8. Connection, single-track, between Salt Lake and Santa Fe tracks at east end of Humboldt Street bridge of Santa Fe. 9. Connection, double-track of Southern Pacific and Santa Fe tracks near North Broadway. 10. Double-tracking of the Santa Fe from Alhambra Avenue to connection with Southern Pacific tracks mentioned in No. 9 above. The First Street Bridge is in bad physical condition and, if possible, should be replaced as soon as money is available. This would require fur- ther depression on the Salt Lake side, but the Santa Fe side will, under this plan, be ready. CHAPTER XIV. OUTLINE Principal Factors and Requirements Comparison with Barnard Plan Principal Advantages of Site Convenience for the Railroads Convenience for the Public Architectural and Aesthetic Efifect Features of the Plan Site General Approach Routes Station Building Station Tracks and Platforms Ultimate and Immediate Construction of Approach Routes Baggage, Mail and Express Facilities Baggage Building Mail Building Express Facilities Station Yard Coach Yard Relocation of Southern Pacific Freight Station Locomotive Facilities Immediate Construction Necessary Selection of Plaza for Final Recommendations Advantage of Plaza Plan Over Other Plans Cost Estimates Final Recommendations CHAPTER XIV PLAN FOR UNION TERMINAL AT THE PLAZA PRINCIPAL FACTORS AND REQUIREMENTS This plan was made after a comparison of the merits and demerits of all the plans presented and after a study of plans for similar projects in other cities. Many possible positions of the station and trackage were con- sidered before the present ])lan was developed. The Washington union station may, we believe, be considered as typ- ical of the best practice in station design in the country today. The cir- cumstances surrounding its location and design are worthy of careful study (see volume LXXXI of Transactions of American Society of Civil Engi- neers). In 1901, Congress passed acts relating to reconstruction of termi- nals and elimination of grade crossings. Later Mr. Daniel H. Burnham and Air. Charles F. McKim, foremost among American architects; Mr. Frederick Law Olmstead, foremost in landscape architecture; and Mr. Augustus St. Gaudens, first among American sculptors ; were appointed as a criinmission for the civic development of Washington. The Commission visited Rome, \'enice, Vienna, Paris, Budapest and London. The site for the union statiun was selected only after considerable thought and labor on the part of the architects and the officers of the railroad companies involved — the Baltimore and Ohio and the Pennsylvania Railroads. These com- panies may be held to represent the best in American Railroad practice. The station stands pre-eminent, therefore, because it is certain that every important factor of location and constructicjii was not only given careful consideration, but entered into its proper place in the final design. The terminal was completed in 1907, si.x years after the enabling act of Congress. COMPARISON WITH BARNARD PLAN In the Washington station, the architectural and aesthetic as well as the engineering requirements have been met. 1. A plaza has been created in front of the station. 2. The streets radiate from this plaza. 3. The head house is located on the axis of an important street. »'4i;:ij^j. ^i/^ = 8 ^ '.<» J \'l. ^\''' H < g5 to -J O O 1^ *-■ W ^'^j g - « V- . -^^v^*^ til ^^ X5 J Union Passenger Terminal at tiik Pi.aza 367 It is our belief that the F.arnard plan makes possible the realization of all three of these requirements in the most effective manner. Just as Mr. Barnard has stated that his plan is "a combination of some of the ideas which have been presented" (Trans., pajje 721), and that "the plan is not supposed to be an original plan in a great many respects" (Trans., page 837), so we believe that we have but carried his plan further in its logical development. The principal changes made by us in the Barnard plan are these: 1. A I'laza has been added in front of the station. 2. The tracks, instead of remaining at the level of .Mameda Street, have been raised practically to the level of Main Street and are at the same level as the station floor. 3. The Southern Pacific freight yard is used as a coach yard. 4. There are fewer tracks. 5. San Pedro Street is extended. 6. Macy Street is extended through to Broadway by a viaduct. 7. The rapid transit subway arrangement is different. 8. Alameda Street has been extended by a subway under the throat of the yard. 9. Station facilities, baggage, mail and express buildings and coach yard facilities have been provided. \\"e have prc])are(i a plan showing a jiossible arrangement r)f the neces- sary facilities. This ])lan is in sufficient detail to satisfy us that it will be possible to fill the re()uirements for a terminal at this site in a thoroughly ])ractical manner (see Fig. 129 on page ,^f)9). This plan, however, should be considered as ]ireliminary and subject to the changes which usually accompany a still more detailed analysis when working drawings are prepared. The architectural design of the building is not considered as being within the scope of the report. The station at Washington, D. C. has, therefore, been shown in the plans as typical of the best practice. I'ig. 128 on page 366. PRINCIPAL ADVANTAGES OF SITE The principal advantages of this site are its convenience, its general desirability architecturally and from a civic standpoint, and the fact that there is the most ample provision for all possible future railway transporta- tion development. 368 Lo6 AxGELES TEUMixvr lx\i-:sii(; ation Convenience for the Railroads This site will be convenient for the railroads as well as for the public. It is near two of the three principal railroad entrances to Los Angeles — the northern and the eastern. Sixty per cent of the trains and 70 per cent of the passengers use these two routes. The route south would extend along the west bank of the river and would use the Santa Fe right of way. The route east would pass along Alhambra Avenue (or parallel with it, if, at some future time the tracks are removed from this street). The route north would use the Santa Fe right of way on the west bank of the river. The present Southern Pacific freight yard will make an adequate and con- venient coach yard site. The Southern Pacific shops, also, are conveniently located and are capable of being enlarged when necessary. The wye con- nection along Redondo Street will permit a train to be turned. Operating requirements demand this facility of operation. Passenger trains between two terminals are commonly run both ways with the same cars and these trains often include cars which usually run one way only (such as combina- tion baggage, buffet or observation cars). It is found desirable to keep the train intact while being cleaned at the coach yards. A place, prefer- ably near the yard, should be provided for turning trains as a whole. It may be found advisable to back trains into the station to facilitate the handling of baggage, etc. The wye also makes this possible. With the exception of an unimportant crossing on the coach yard lead, the terminal area will be free from grade crossings. Convenience for the Public From the standpoint of the public this site is especially convenient. It is accessible for the main lines of street and interurban railroads. In fact, more people will be served without transfers from this point than from any other point in Los Angeles. Five times as many electric railway passen- gers are served without a transfer from this point than from the Arcade. The advantage of locating the station close to a rapid transit route is aiijjarent when we consider the running time from the proposed subway station between Arcadia and Republic Street to various points along Main Streets. The time from this station to Second Street would be 1J4 min- utes and from tliis station to Sixth Street, .Z'j minutes (based upon a sched- ule speed of 20 miles per hour). These figures show the convenience of this location with reference to the business, hotel and shopping districts !,see Fig. 102 on page 287). Until such time as a subway is built, the Pacific Electric trains can use San I'edro .Street ; the cars now using Los Angeles Street can turn at First Street to Main Street. This will leave Los Angeles Street entirely free for vehicles. The Pacific Electric rights in Los Angeles Street extend for about nine years, but possibly this route can be vacated sooner by agreement. ^^^'S?"* e .y//L q' Bb t)n£ fiiay «9ol»v9b .9lls sifl lo ssnslnsvnus Is-ianss bns xtirtdlKassos aril bna ,l3tT)elb c«4al«ud qu lllud silt )o bn« art) 7114a g c 370 Los Angeles Termixal Ixvestigatiox After the subway is built, the local cars can continue to use the present routes. A more direct route to Pasadena up the Arroyo Seco has been sug- gested and would, doubtless, result in a considerable saving in time and distance. This point is discussed in Chapters IV and IX. The majority of people will continue to be carried by the street and interurban lines, notwithstanding the increased use of the automobile, pro- vided that up-to-date service and equipment are supplied. However, the site will also prove a very convenient one for the 40 per cent of steam road passengers using automobiles. The streets radiate fan-like from the new plaza in front of the station, making the site accessible from all directions. Los Angeles Street is already a wide street — especially at its northern end — and will provide a route free from car lines, direct to the station from the business center. Sunset Boulevard will provide a convenient route to Pasadena, Hollywood and the district behind the ridge paralleling Hill Street. In fact, it may be more convenient for vehicles from the vicinity of Seventh and Figueroa Streets to use Figueroa Street and Sunset Boulevard in reaching the station instead of passing through the business district. Aliso Street and its con- nection to Macy Street, via Lyon Street, will serve the heavy traffic which us-;s Mission Road as the entrance to the city. At the i)resent time the streets in the vicinity of the Plaza are by no means congested. Although the streets converge and their traffic is ex- tremely heavy, they are wide enough to permit constant high-speed move- ment and are free from traffic blockades. Only two of the streets arc occupied by car lines. The addition of a union station at this site will not materially affect the conditions which now e.xist if adequate street facilities are provide to take the place of the present street arrangement. It is very important, however, that this be accomplished. In the plan proposed by us. although Los Angeles Street will end at the station, San Pedro Street will be extended to Alameda Street and Main Street will be widened past the station from 90 to 120 feet. With this widening the sidewalks can be maintained at a with of 14 feet and the resulting roadway will accommodate 8 lines of vehicles abreast (or 6 Ime.; and 2 street cars). Proper police regulation of parking can keep this street free from congestion. The building of the Second Street tunnel and the improvement of First Street west of Figueroa will provide a new outlet for traffic to Holly- wood. In the plan, the proposed viaduct on Macy Street connecting with North Broadway and Sunset Boulevard will still further reduce the vehicular and street car traffic through the "throat'' at Main Street near the Plaza. This traffic is very heavy. In connection with this viaduct, a subway below the present Broadway tunnel for the Los Angeles Railway cars will make possible a rerouting of certain lines, as described in Chapter IV. Union l'AssENt;EK 'riiRMiNAi. at tmk I'i.a/a 371 The station floor is desitjned to be at the same level as the station tracks, and a mezzanine jailer)- below Main Street with access up to surface safety stations for the Los Angeles Railway and down to subway station plat- forms for the suburban lines will result in a maximum of convenience and safety for the public. (See Fig. 132 on page i77 .) Architectural and Aesthetic Effect "^ — \ W e believe that the location of a union passenger station on a site unsuitable architecturally would be a mistake. The main portal of the City of Los Angeles — a community of 600,000 inhabitants — should be dignitied by giving it the proper setting. The plaza in front of the station should be considered an essential and integral part of the project. It will give a setting to the Federal Building as well as to the station and will include the e.xtension of Aliso Street through to Main Street. This e.xtension, which will afford a view of the I'ederal Building, was advocated by Charles Mulford Robinson, the city planning expert, in his report on the City of Los Angeles. Attention is called to his recommendation for side hill im])rovements west of Main Street. A symmetrical arrangement is shown for this New I'laza. The ]>lant- ing and general arrangement should be as formal as the location will jjermit in order to harmonize with the projiosed classical architecture of the station building. A screen of trees might be used to conceal the buildings fronting on Commercial Street. The axis of the station building is parallel with Main Street, and the central facade is at the end of Los Angeles Street. The station will be visible from Third and Los Angeles Streets, Jackson and San Pedro Streets and F'irst and Spring Streets. The historic Mission Church will be visible to all travelers. The straightening and widening of Los Angeles Street into a mall, as suggested by Robinson for I'ifth Street is a possible development. The proposed location will permit future roads to enter without pro- hibitive e.xpenditures. FEATURES OF THE PLAN Site The station ])roposed in this plan is a tract of approximately 60 acres, in general shape, a rectangle 700 feet wide and about 3800 feet long. The westerly long side of the rectangle lies along the east side of North Main Street; the easterly, a line 500 feet therefrom and partly along Date Street. The southerly short side is along Commercial Street, and the northerly end along Redondo Street. These 60 acres do not include the jjresent site of the Southern racific freight yard proposeil to be used as a union coach yard. Aditional strips of right of way extend along Alhambra Avenue for ap- 372 Los Angei.es Terminal Investigation proach tracks, along Redondo Street for coach yard connection tracks and along Ramirez Street for possible Pacific Electric interurl)an elevated tracks. The property is held as follows : Privately Owned 61 per cent of area Carrier Owned 7 Street Areas 32 ' Total 100 " The site is now occupied, to a large extent, by old buildings — once among the best in the city but now run down. There is, however, a con- siderable portion devoted to industrial use. It is estimated that the cost of the site would be as follows : ESTIMATED COST OF ACQUISITION OF SITE Property Land Improvements Total Privately Owned $2,937.8J8 $807,545 $3,745,373 Carrier Owned 360.805 360,805 Total $3,298,633 $807,545 $4,106,178 Street Areas Grand Total $3,298,633 $807,545 $4,106,178 The figures above, exclude the site of the present Southern Pacific freight yard between North Broadway and North Spring Streets, and north of College Street, proposed as the site of the union coach yard. This par- cel contains 48.46 acres and is valued at $1,477,672. Further details will be found in Chapters XVIII (Real Estate Studies) and Chapter XX (Estimates). General Approach Routes Southern Pacific trains from the Coast or Valley routes would follow the present tracks to about Roseview Avenue although the tracks would be raised for some distance. New tracks would then be built over the throat of the new Classification Yard, and along the west side of the freight tracks as far as Alhambra Avenue, where they would reach the northerly end of the station yard. For the time being, the present tracks could be used down to the North Broadway Bridge, where connections would be made with the Santa Fe tracks. Southern Pacific trains from the East via Colton, would reach the station yard direct via Alhambra Avenue. Santa Fe trains from Pasadena and beyond, would reach the new tracks along the river under the North Broadway bridge, cross over the freight leads at grade (protected by interlocking) and then follow the same route as described for the .Southern Pacific i:rains to the station. Santa Fe trains from the south would cross the river by means of a new bridge near Redondo O i t ■ ,-' ' -'v'' * ^ ./^' t<^ ^ ^ J rA Xz ■ / M-l' I I 111 111; 1 ..lit ns!q «MT ne rfnon <>.'.< io« 'srti moil 1 y-. 1 r^ PASSENGER AND FREIGHT ROUTES AND FACILITIES " *U*i*l CkUhIoi £iiiIi c 374 I-ns Angeles Terminal Investigation Junction and would then proceed northerly, adjacent to the west bank of the river to Alhambra Avenue where they would connect with the station yard by means of a new connecting track. Salt Lake trains from Pasadena would use the Santa Fe tracks on the east side of the river (as recommended in Chapter IX) and to the station. Salt Lake trains from the south and east via Ri\-erside would connect with the Santa Fe tracks by means of a new connection at Hobart Junction and would use the Santa Fe tracks from that point to the station. Pacific Electric local cars would enter the City over the Aliso Street Bridge raised and proceed along Aliso Street to San Pedro Street as at present. The existing Pacific Electric tracks in Los Angeles Street and in Aliso Street, west of San Pedro, would be removed and the Los Angeles Railway track on hirst Street, between Los Angeles and San Pedro Streets would be rebuilt as a three-rail track. Rapid transit could be afforded by means of the subway in Main Street. Almost opposite Sunset Boulevard this subway would turn to the east and would follow along the south side of the present iVIacy Street team yard, emerging to the surface, and would then follow along the south side of Ramirez Street, ascending and passing over Lyons Street. It would then continue as an elevated line to the river, which would be crossed on the same bridge as the local line. In the event that, sometime in the future, it becomes possible to con- struct a new line for the Pacific Electric along a more direct and quicker route between Los Angeles and Pasadena, this line can be brought to the west side of the river just north of the North Broadway Bridge. It would then skirt the westerly side of the proposed coach yard, descending until it reaches Alameda Street as a subway. It would then proceed until it met the above mentioned subway in Main Street, opposite Sunset Boulevard. An important element of this routing of both steam and electric lines lies in the fact that there is a complete segregation of freight and passenger routes, with the exception of unimportant crossings. This is accomplished by placing the passenger tracks west of the freight tracks north of Alhambra Avenue and east of the freight tracks south of Alhambra Avenue. Associated with this plan, as well as with other terminal plans, is the idea of eliminating all movements of Southern Pacific through freight in the district on the west side of the river, north of Butte Street. To ac- complish this, the scheme is to construct new tracks along the east bank from San Fernando Road to Humboldt Street, and to use the Salt Lake tracks from Humboldt Street to Butte Street. Eastbound freight would turn into Alhamlira Avenue by means of a new connection just north of the street and southbound Southern Pacific freight would turn to the west on a new connection just north of Butte Street. It would then proceed westerly on Butte Street, crossing over Santa Fe Avenue and turning south on Alameda Street. There is no movement of freight through the indus- trial district on either the Santa Fe or the Salt Lake, so it is not necessary ullfuntia Itailnatl Commisric.n Engineerinf I)t?i»t. FIG. i:{l. PLAX FOK UMON l»ASSE>GEU STATION AT THK IM.AZA The lloor plan shows approximately the space an.i facilities r.-f|uired Main Mreet is shown widened to 120 feet. The fulure subway station and surface loading platforms will give direct access to and from the station building without crossing lines of traffic. A formal arrangement for the New Plaza is recommended. 376 Los Angeles Termixal Investigation to plan for the elimination of through freight movement on these roads. Santa Fe freight from Pasadena and beyond would turn into the Salt Lake tracks at Humboldt Street and would follow these tracks to Butte Street along the east bank of the river, turning at Butte Street into the Santa Fe tracks, which wouki l)e followed to Hobart. Station Building It should be noted that, with the exception of a preliminary plan for the first floor, no architectural plans for a station building are herein pre- sented. This work is without the scope of this report and should not be undertaken until the final decision has been made in this case. Plans should then be made by architects of recognized ability and nation-wide experience in station design. Awarding the work by competitions is not recommended, as many of the best men refuse to participate in them. For preliminary purposes it will be sufficient to ascertain, approximately, what floor area is needed and to determine if this space, in the proper shape, can be found at this site. After study of the principal station build- ings in this country — and taking into consideration Los Angeles condi- tions — we are convinced that approximately 60,000 square feet of floor space should be provided for in the building. The Washington Station has been used as a model, but the length has been redticed from 626 feet to -nOO feet. Taking into consideration the changed location of proposed exits, the baggage facilities .etc., some re- arrangement of the ]3arts became necessary. Such re-arrangement resulted in a depth of about 160 feet for the main building, with a concourse .^0 feet wide and a head platform 40 feet wide. In the plan Fig. 131 on page 375 the building is (neglecting corners, etc.) 1.58 l.iy 400 feet, or 63,200 square feet, which is divided as follows: FLOOR AREAS— PROPOSED PLAZA STATION Square Feet Waitin.g room 15,400 Ticket lobby 4,400 Restaurant Iobl>y 1.900 I'ublic space in building 21,700 Concourse (additional) — 40,000 Ticket office 2,370 Telephone and Telegraph 1,000 Men's smoking room 1,200 Barber shop 640 Men's toilets 1.330 3,170 Women's rest room 1.650 Women's toilets 1 ,380 3,030 M 3Sdn00N03 ±ix:3 XV NOU.03S S90do jf /^af i jf^ itr_ i t fc ' >»T t . ^ ' y ■ . *^>^- ^ ..-^^ • '^j«'vr . Y} dHVa :]3NVdXN3 1VN0IJ.D1S 9S0dD 33NVMJ.W7 z 5^ ■i-i ■j.Za r u ^ ^ " ? = - ? § ""a "■ ?'^ »» 4> C *■ _ i^ . C N „ c o £ ~ £ . it- g — ■>"•"_ •J .5 ^ 4) ., ^ S ^ — ° .- s " > « * — 1 - ~ "*' Ot "• ^ 3 t. -. t» OQ Z - " ** ^ -^^^ ' z, ^ /: -^K < i K '^ ■■ i> X ^ '' .= ,= i 5 5 =.: •/; o __ « ^ ^ O ? «• - ° - !■ i — ^ I' 1 - w 7 S X i c i? ** a; a> ^ .= ^ C SSS 378 Los Angeles Terminal Investigation Restaurant .t,840 Lunch room —100 Kitchen (main floor only) 2.400 10,340 Cigar and News Stand, etc 400 Parcel check room 1,500 Invalids' room 400 Travelers' aid office 400 Porticos, halls, walls, stairways, etc 18,890 Total 63,200 Because of tlie heavy vehicle traffic expected in Main Street, it was thought desirable to sug.g'est a two-car safety station at each side of the street railway tracks, to be reached by two pedestrian subways from the union station. These will also be used to reach the rapid transit subway recommended for Main Street. Because of the difiference in elevation of Main Street and Alameda Street, considerable attention was paid to the question of setting the station building on satisfactory grades. The grades proposed are shown on Fig. 131 (see page 375). Tlie station platforms will be at practically the same level as the New Plaza. Separatifin of incoming and outgoing passengers would be accomplished by releasing the latter at the westerly end of the concourse, wdiere they could conveniently reach street cars or the auto space at the west end of the statioiL The ticket lobby is off the stream of travel. The f^oor area for the kitcheiL as shown, is insufficient: additional space should be pro- vided on a lower floor. Upper floors may be provided on which offices for the participating railroads, or for general rental, could be located. The questioti of space is a matter of negotiation and has not been considered in the plans. We believe a satisfactor}- building can be provided for one million dollars and use this figure in all estimates. This amount covers the building complete, ready for occupancy, excluding a heating plant. Heat would be received from a jiower honse serving the station yard and coach yard. The floor of the main waiting room is proposed at elevation 283.0 (City datutn), or one foot above the station tracks. Station Tracks and Platforms The jilan shows 20 station tracks. 18 of which arc for trains and 2 for solid ]iostal and baggage cars. There are also 2 additional tracks pro- viding for from 4 to 6 more cars of this kind. The tracks are planned as level, the top df rail being at elevation 282.0 and extending for the full length of the yard. Of the 18 station tracks, 10 are paired at 12.3 foot centers. 2 are single with iilatforms on one side, and 6 are single with ]ilatforms on both sides. Union Passenger Terminal at the Pi.aza 379 Tracks separated by platforms are 27 and 29 feet apart, the platforms themselves being about 10 feet narrower and slightly above top of rail elevation. These widths correspond very closely with those used at the principal stations in this coinitry. The single tracks are for incoming trains, provided it is thought neces- sary to head the trains into the station. With this arrangement, the rush baggage, mail and express could be handled on one side of the train while the passengers alight from the other side. This avoids all interference, delay and possibility of accident. At tirst, the seven westerly tracks may be omitted. The concourse and head-platform would be roofed, and "l)ntterfly" sheds would extend along the ])latf(>rms with construction similar to that at the present Southern Pacific Station. Ultimate and Immediate Construction on Approach Routes The station yard contracts at the throat at the northern end. the four principal tracks turning to the east in Alhambra Avenue. In the future, the tracks from Alhambra Avenue can be removed if necessary. We do not recommend this removal under present conditions for reasons shown in the discussion, in Chapter IX of the crossing of Mission Road and Alhambra Avenue. At the river, two tracks turn north to serve the Southern Pacific Coast and \'alley Routes and the Santa Fe line to Pasadena. This line crosses the river just north of North Broadway, at the i)resent Santa Fe Bridge. Passenger tracks arc placed some distance back of the river bank to allow space for freight tracks to be constructed. Additional land is necessary between Alhambra .Avenue and North Broadway in order to carry out the ultimate scheme. The extra land should be acquired immediately, although the necessary tracks between North Broadway and .Mhambra Avenue can be provided by completing the Santa Fe double track. From the four-track approach on .Mhambra Avenue, two tracks will turn to the south, crossing at grade the above mentioned ultimate freight tracks, and reaching the west bank of the river. This is recommended to avoid the congestion which would probably occur ultimately at points south if the freight tracks were to remain east of the passenger tracks. The passenger tracks will remain adjacent to the bank to Butte Street, where they will cross to the east side of the river, on a new double track bridge and reach the present Santa Fe right of way just east of Soto Street. These tracks will be used by the Santa Fe and the Salt Lake to Hobart. where the Salt Lake will separate from the Santa Fe. The new Ijridge mentioned is also to be used for transfer freight and industrial switching. The two present Southern Pacific tracks crossing the Southern Pacific Bridge at .\lhanibra .\venue will serve as the approach for Southern Pacific trains on the F.l Paso Route. 380 Los AxGELES Terminal Investigation There is no change contemplated in the Southern Pacific tracks east of the river except ultimate depression for some distance to meet the grade of the depressed river tracks. The tracks along the river, both north and south of Alhambra Avenue will be depressed according to the recommenda- tions hereinbefore given for the elimination of grade crossings adjacent to the Los Angeles River. Baggage, Mail and Express Facilities Baggage Building The baggage building should be located adjacent to the station build- ing, if possible, chiefly in order that passengers may get their hand-baggage quickly upon calling for it and in order to necessitate the least trucking. We have shown the baggage building along the east side of the station yard and adjacent to the station building. It seems necessary here to state that Alameda Street along the baggage building is at elevation 270.3, about 12 feet below the elevation of the station platforms. This difiference in elevation makes possible baggage and mail buildings of two stories; one story at the elevation of the station tracks and the other at the elevation of Alameda Street. The baggage and mail may be trucked on either level and mav be transferred from one level to another, either in the building or by means of elevators at the station platforms. These platform elevators may be reached by a trucking subway transverse to the station tracks, with the floor at the same as Alameda Street. The speed of loading and unlciading the cars is limited by the capacity of the elevators. Surface trucking is possible at the upper le\el. The baggage building, as shown, provides approximately 46,000 square feet. On account of the long and narrow shape of the liuilding, we have shown about 14 per cent greater area than if the building were in the preferred shape in which one side is twice the length of the other. About one-half of this area is necessary at present. This building is served directly by one head-end track (No. 19), which may seem insufficient, but since there are very few solid baggage cars which it is necessary to bring to the baggage building, we are of the opinion that the proposed arrangement will be satisfactory. It will also be possil'le to use, occasionally, track No. IS for this purpose. Mail Building The requirements for a mail building, as set forth b}- the Post Office Department, have already been given under the description of the mail building in the plan for a union station at the Santa Fe site. These re- quirements are fulfilled in this plan. The shape of the building, however, is not two to one and the space is not all on one floor. It is proposed to have the upper floor 48 feet in width and the lower floor 68 feet in width. Union Passenger Tkuminat. at tiik Pi.aza 3.S1 extending under track No. 20. These widths, with a length of 350 feet, provide 40,600 square feet. It might also l)e noted that suitable arrange- ments can be made fur handling mail direct from jiostal cars on track No. 20 into the i'ust < Jflice sjjace below this track. Express Facililics A one-story e.\])rcss building 700 feet long and 60 feet wide (42,000 square feet) is shown north of Macy Street. The floor is at the same eleva- tion as the station tracks. The adjacent driveway. JiO feet wide, is reached by means of an incline frinn Alameda Street. Fvxjjress from combination e.xpress-baggage or e.xpress-mail baggage cars can be trucked to and from the express station, but since the express matter is much greater in bulk than either the baggage or the mail matter, the latter can be first unloaded from mixed cars and the express can then be taken to the express station and there unloaded. For steam road express cars, we have shown 6 stub- tracks, with a capacity of 5 cars each, or a total of 30 cars. The platforms and trackage are also arranged to give the Pacific Electric express cars access to the express station. Express team tracks for car- load shipments are provided north of the station with a capacity of 66 seventy-foot cars. Station Yard Since it is possible to obtain a s_\ nimelrical layout at this site, it follows that the proportion of straight track is relatively large and the maintenance relatively small. Station tracks are of a minimum length of 900 feet and range from this to 1,600 feet. .\.s the longest trains excej)! those used in troop movements consist of 13 cars, all of the station tracks can accommodate these trains. This feature provides for the complete inter- changeability of tracks, which is very desirable. A double set of cross-over tracks provides alternate routes. The connections in Alhambra Avenue were designed to afford choice of routes in any direction. Trains from the south may cross to the Redondo Street side of the wye, ])rocced into North Spring Street and then back into the station. Ereight switching from .Mameda Street may cross to the northerly connecting track on the west bank of tlu- river, and drags from the coach yard may also cross the main tracks and turn on the third track to the north, for tail room. The final analysis may require a some- what (lifterent arrangement, but there is sufficient room for tracks for any possible operating requirement. The cross-over tracks at the north end of the station yard are based on the use of No. 8 frogs and slip switches. No curves over 10° are con- templated. One of the most im])ortant features is the wye at the north end of the yard, providing a place close to the station where trains can he turned. 382 I-o-s Angeles Terminal Investigation Coach Yard A coach yard close to a passenger station reduces the car mileage to a minimum and also reduces the number of engines necessary to perform the switching service. Close proximity, furthermore, facilitates changes in the make-up of trains which sometimes occur shortly before the scheduled time of departure. With Pullman cars it often happens that the actual requirements are different from the estimated ones. For example, it may occur that where a sixteen-section car, with no drawing rooms, was ])ro- vided, a ten-section car with four drawing rooms may ha\-e to be substituted, and it is highlv desirable that such changes can be made conveniently and with a minimum loss of time. ■ Coaches may have to be added to accom- modate unexpected travel. The establishment of a union passenger station at tliis site will probably necessitate re-location of the present Southern Pacific freight station now at College Avenue and Alameda Street. The present Southern Pacific yard will be rendered less useful for freight purposes but, as it seems to offer an excellent location for a union coach yard, we recommend that the site be used for that purjiose and that enough of the new Southern Pacific classification yard along San Fernando Road to meet present requirements be now installed. The present Los Angeles coach yards have a combined capacity of approximately 500 cars. This yard will have a capacity of approximately 900 cars. The storage yard would hold about 55 per cent and the wash and service tracks about 45 per cent of this number. It will be unnecessary to provide all of this capacity at present, and it is proposed that some of the present freight tracks be used for the storage yard. \\'ith this arrange- ment, the capacity is 889 cars, 445 on the new trackage and 444 on the old. Inasmuch as the wash and service tracks, with all their attendant piping, cannot very well be installed without considerable moving of the present freight tracks, which are at various centers, they should be installed at once. The estimate is predicated on the plan of leaving the present freight tracks as they are, as far as possible. Relocation of Southern Pacific Freight Station Alameda Street is the artery along which practically all teaming to the Southern Pacific freight station now takes place. Since the station yard cuts across Alameda Street and virtually cuts it off at Aliso Street, the freight station will have to be re-established at another point. Further- more, the switching leads frcm the northern end of this vard will be cut by the tracks to the coach yard so that it would be practically impossible to operate it. Discussion of the re-location of this freight station is taken up in Chapter XVH. «-*■ ^-z ^_» ^1) -.^^^^ ^;::H'^'vo.. jr^ Om 'r- as ViHZ 1 /^,^^ ^X:^ X ■^%. cii' .^ f lla Railrtiad (•(jiiiinisl /.IM MIIT 1/ .1 / / llf )i:i I' h:\->/:1- .\i- ; ^ c RRST STEP UNION PASSENGER TERMINAL AT THE PLAZA I.U. I'lllHT I1TKI> IK ICMilKt:i«HI\li IlKtMIITHKlKT VI.ATt fOII t PASNItKnEK TKRIIIXA J 384 Los Angeles Terminal Investigation Locomotive Facilities The construction of the new classification yard of the Southern Pacific along- the San Fernando Road will necessitate the construction at once of a roundhouse to care for freight locomotives. The present Southern Pacific roundhouse at Alhambra shops will then be relieved and light and turning repairs of all passenger locomotives using the union passenger station can I)e made at this point. Ultinialclv the heavy repairs to Soulhern Pacific engines will require all (if the present roundhouse and a new one for passenger engines and joint use will become necessary. This can be built on the Southern Pacific shop grounds. IMMEDIATE CONSTRUCTION NECESSARY Thus far, we have discussed only the ultimate plan. It will not be necessary, however, to provide all the ultimate facilities at once; for the present, temporary routes and temporary and less elaborate connections may be used, with fewer tracks. Passenger trains can be routed as follows: Southern Pacific trains from the Coast and Valley Routes can transfer to the Santa Fe river tracks at North Broadway ; Alhambra Avenue trains can run direct to the station ; and Anaheim trains can enter the city via Florence and Alameda Streets, as at present, crossing over Butte Street to the river and using the Santa Fe tracks north to the new station. Santa Fe passenger trains from Pasadena or Fullerton can enter the station directly at Alhambra Avenue. Salt Lake passenger trains from Pasadena can transfer to the Santa Fe tracks at Humboldt Street. Trains from Riverside or San Pedro can transfer, to the Santa Fe tracks at Hobart. Since the present Southern Pacific freight yard is to be used as a coach yard, it will lie necessar}' to enlarge the new classification yard sufficiently to handle the present business. Southern Pacific freight trains from the Coast and Valley Routes can then run directly into this yard. Freight trains from the Los Angeles Harbor can use the Butte Street track of the Salt Lake between Alameda Street and the river, and then use Santa Fe tracks along the river as far north as North Broadway. Freight trains from Alhambra .Avenue can cross the Los Angeles River on the present bridge and can use the new coach yard connection appro.ximately parallel to and just south of Redondo Street to reach the present main line tracks in North Spring Street. These tracks can remain and be used for freight service until tlie freight line is built on the east side of the river between Humboldt Street and San Fernando Road. In determining this matter, we have considered the relative advantage of running the Southern Pacific freight trains from Alhambra Avenue to Union Passenger Terminal at the Pt.aza 385 the new freight yard (1) via Redondo Street, or (2) via the new trackage to be built along the river north of Humboldt Street. We believe that while considerable train mileage would be saved by the new trackage, the tem- porary approach on the easterly side of the North Spring Street, the Arroyo Seco Bridge and new trackage, can be well deferred until the second step, particularly if Main Street is not to be depressed under the first step. 'I he Santa Fe can continue to use its present freight yards until a union less-than carload freight station is built. As noted elsewhere, the present Santa Fe freight station is large enough to take care of the Salt Lake less-than-carload freight, and it w-ill not be necessary to construct at once any more of the union freight station than that required to accommo- date the Southern Pacific, which must move from its present location as soon as construction of the unidU station is actually commenced. No changes will be necessary in the Salt Lake freight \ard. W'e have already set forth the first step in track depression to accompany the union station at the Plaza. This, in brief, contemplates the construction of viaducts at j\Iacy and Aliso Streets and the depression of the tracks on both sides of the river from Alhambra Avenue to First Street. The ad- ditional right of way necessary both for future trackage and to move the tracks out of the official bed of the river, should be acquired. Since the existing North Main .Street Bridge is of comparatively recent construction and since, because of the small amount of track dejiression contemplated under our plans, the viaduct approaches are long and exj)ensive, its removal should be deferred for at least five years. The first step at the union station contemplates the construction of the station building, as in the ultimate plan, together with the Plaza in front of the station and all necessary changes in the surrounding streets. All of the right of way should be acquired at once, but in some instances the improvements can remain upon the land for a term of years (such as along North Main Street between the Plaza and Alhambra Avenue) and, in this way, ofTset the interest charges. This is possible, since the westerly seven station tracks will not be required for approximately ten years. Construction of the subwav under the throat of the yard can also be delayed until some time in the future. The viaducts to carry Macy Street across the station yard and Nurth Main Street across Redondo Street should be constructed at once in order to provide better vehicular traffic routes. It is not necessary at this time to provide all of the space necessary in the ultimate baggage and express buildings. For the baggage building, a length of 300 feet will provide 28.800 square feet. The express building will have a length of 400 feet, providing 24.000 square feet for present pur- poses. The length of 350 feet for the mail building will provide 40,600 square feet. LEGEND I I I STEAM LINES ELECTRIC LINES ELECTRIC SUBWAYS — •— SUBWAY STATIONS SCALE IN FEET lOOO ZOOO 3000 4000 5000 &° TO SOUTH PASADENA. OAKKNOl^.SltRRA MAORt. MONROVIA & GLENDORA "«?* TO HOlj y ^i^^yo ''cy 3)= *Ll3o : COVINA JUNCTION °^^ "?J a^N '^fS- "^^ TO WMIT TEFe , POMONA ONTARIO i RIVERSIDE "0,7 -^- GENERAL LOCATION OF TRUNK LINES. SHOPS AND YARDS ACCCMPANYING PLAN FOR A UNION STATION AT THE PLAZA TOGETHER WITH ULTIMATE RAPID TRANSIT FACILITIES o?ri <*» California Kailrnaii i'oi Kripim ri-A/. V riliB JJelil. GKXERAI, STl'DY SHO« l\C; U K,I, A'l'KCV OK t'lMOlV STATION AT Til TO SHOPS. YARDS, Till M< I.IMOS, \ M> l"lt i;si;\T AMI POSSIBLE KIT I UK iiviMi) I'ltwsrr K \( ii.i riios the proximity of tlie stiitiim to coach yard atul shops, aiij its relation to the rail eiui-aiices. Distribution by the rapi.l transit lines and radiating streets are mipoi-taiU factors in the location. This study sliows e.xisting and non-existing main steam and electric lines and is intended especially to convey an idea of the possibilities of electric Interurban transit and its relation to the re';-ommendations made in this report. 1 he assignment of certain steam lines to electric interurban seryice, as shown in the study, IS a possibility of the future and is not included in our recommendations. This plan should be compared with Fig IS CASE 970 APR, 1919 Nail-13) KlU, i:{4. Note I>rincipal Union Passenger Terminal at tiik I't.azv 3S7 SELECTION OF PLAZA FOR FINAL RECOMMENDATION Advantages of Plaza Plan Over Other Plans To the extent that the union passens^er terminal problem enters into this report, it is our purjjose to reach conclusions on these (piestions : 1. iVre the present ])assenger station facilities inadequate? 2. Can improvement in these facilities be best accomplished b\' the establishment of a union passenger terminal? 3. W hich one of the several possible jilans should lie reconmiended ? The first and second questions have already been discussed in this report and have both been answered in the aftirmative, that is, the present facilities, taken collectively, are inadequate. Taken individually, it is apparent that the passenger station of the Salt Lake is altogether inconvenient and in- adequate and tlierefore needs immediate im|)rovement ; that the Santa Fe passenger station facilities are outgrown and need radical improvement in the very near future; and that of the three roads, the Southern Pacific alone has at this time ample facilities for its own passenger l)usiness. Conditions in the City of Los Angeles are especially favorable for the construction and ojjeration of a union station. Not only from the railroad point of view but also from the standpoint of the City of Los Angeles, the erection of such a station must Ije considered as a very desirable and wise, if not absolutely necessary, enterprise. Three different sites are available and lend themselves to the establish- ment of a union passenger terminal. It has been our purpose carefully to study and analyze the advantages and disadvantages of each of the three possible locations and the three corresponding plans. The best possible site must be our final recommendation to the Commission. We realize that it is necessary for us to show definitely why we con- sider the Plaza plan superior to the other plans. It would be possible to take up the various features of each ])lan and to make a comparison of the adxantages and disadvantages and to give in detail our reasons for each conclusion. Such a method, however, is likely to lead to endless dis- cussion and would leave us without a definite standard of judgment. We have decided, therefore, to present a more concrete comparison and one that has the advantage of brevity. The following table was prepared after complete plans for all tiiree locations were available. \\ hat we consider the more important factors are listed in the table in the order of their importance. Numbers have been assigned to each one of those items, indicating the comparative and relative weight of each factor. 388 Los Angeles Terminal Investigation COMPARISON OF SITES AND PLANS FOR PROPOSED UNION PASSENGER STATION BY WEIGHING OF IMPORTANT FACTORS Relative Weight of Important Factors Factors (a) (b) (c) 1. Site of proper area and shape 20 2. Monumental gateway — aes- thetic and architectural pos- sibilities 15 3. Adaptability to ultimate rapid transit 8 4. N o n-i n t e r f e r ence with switching in industrial dis- trict 8 5. Train, engine and coach equipment mileage 8 6. Unification of freight sta- tion on suitable site 7 7. Adaptability to, and econ- omy of, grade crossing elimination 7 8. Accessibility by surface lines 6 9. Adaptability to baggage, mail and express collection and distribution 6 10. Operation of yard and coach yard 6 11. Ultimate appreciation of property values 6 12. Convenient to liotel and Imsiness district 6 13. Accessibility by automo- biles 5 14. Locomotive service and re- pair facilities 4 15. Results to freight draying. 4 16. Confinement of transporta- tion facilities to natural channel-banks of Los An- geles river 4 17. Released transportation lands in industrial district. 3 18. Segregation ot freight and passenger routes in city... 2 19. Immediate improveinent in rapid transit 2 Plaza Site and Rating Southern Pacific Santa Fe Rat- Weighted Rat- Weighted Rat- Weighted ing Rate ing Rate ing Rate (d) (e)=(cd) (f) (g)=(cf) (h) (i) = (ch) 10 200 100 160 10 150 4 60 4 60 10 80 6 48 2 16 8 64 10 80 1 8 10 80 5 40 7 56 10 70 10 70 1 7 8 56 5 35 10 70 10 60 8 48 3 18 8 48 10 60 5 30 10 60 4 24 8 48 10 60 4 24 3 18 8 48 10 60 5 30 10 50 5 25 4 20 10 40 5 20 8 32 10 40 7 28 5 20 5 20 3 12 10 40 30 3 9 7 21 8 16 10 20 4 8 10 20 9 18 Union Passenger Terminal at the Plaza 389 20. Continued use of land es- pecially suitable for trans- portation purposes 2 10 20 4 8 A 8 21. Ability to locate at grade. 1 8 8 2 2 10 10 Totals 130 183 1200 130 793 118 698 Ratios 100% 66% 58% Each of the three plans has been rated for each factor and the weighting of each factor lor each plan has been made on a percentage basis. We be- lieve this method of determining the relative desirability of each plan is superior to any other. Each advantage and disadvantage automatically finds itself in a definite place in the discussion and a very complete com- parison is possible at a glance. Whether or not there is agreement on the relative place of the various factors listed is not of great importance. No matter what the order of the listing, any fair comparison would ap- proximately result ill the same totals and would show marked superiority of the better over the less desirable plans. Also, if additional factors were added to the table (and there are, of course, a number of others of lesser importance), the result would remain materially unchanged. It is necessary to say that the important factor of cost is purposely left out of consideration in this table. This is true for the reason that the final question to be answered must be this : is the superiority of the best plan over the less desirable plans worth its additional cost? The table shows that if the Plaza plan be rated at 100% this plan is superior by 34 per cent over the Southern Pacific plan and 42 per cent over the Santa Fe plan. In other words, the Southern Pacific plan is only two-thirds as good as the Plaza plan, while the Santa Fe plan is still lower in the scale. Among all the factors, the most important is, no doubt, the adequacy of the site. This factor takes into consideration the area and shape. We are convinced that a new union passenger terminal designed to care for railroad needs in Los Angeles for many years in the future should be monumental in character. This is a matter of civic pride and city planning. Los Angeles, because of the heavy tourist travel, would be justified, in our opinion, in making this consideration one of the first importance. A suitable passenger station should be given a suitable setting. The station building should not stand alongside, or close to, a street, but should have fronting it a plaza or park and should face, if possible, one of the principal thoroughfares. These requirements are met in the Plaza Plan. The builfl- ing can have a frontage of from 400 to 500 feet and will be located ad- vantageously with reference to existing streets and traffic routes. In our plan, the station stands squarely opposite what will be the terminus of Los Angeles Street. It is equallv neces,=;ary that the station yard be of adequate size. The yard should be long enough to i)ermit of the design of proper track layout 390 Los Angeles Terminal Investigation with tracks of the required length and completely interchangeable as to use. The yard should be straight and should be wide enough for a sufficient num- ber of tracks to permit of easy and economical operation. .Ml these con- ditions are met in the Plaza Plan. At the Santa Fe site there is sufficient ground. The site, however, is larger than necessary for a passenger terminal and is not c|uite large enough for the addition of a union coach yard on the same land. This site is, however, in the center of the industrial district, and an important and ex- pensive freight station is now established across Santa Fe Avenue. The site also is faced by large warehouses and other industrial development. It does not seem possible to provide here a satisfactory setting for the station. It is true that the station building can be designed to face Second or Third Street or e\en both streets, but compared with Los Angeles Street, these streets are narrow and far less important. The Southern Pacific site is narrow. It is not possible to build upon this site the station we lia\c ]iroposed for either the Plaza or Santa I'"e sites. The building would ha\c to be adjacent to Central Avenue. 'I'hc streets intersecting Central Avenue in this section do not meet it squarely and a building could not be placed squarely opposite the end of an im- portant street. The width of the yard is such that only 12 train tracks could be installed. \\'hile this number might be sufficient for some time to come, the 12 tracks will continue to serve only at the expense of additional elevated approach tracks. Since both the Southern Pacific and Santa Fe plans are based ujion economical construction, rather than on the pro\'ision of a monumental terminal, the Southern Pacific site is preferable to the Santa Fe site. This is dueto the fact that, in the Santa Fe plan locating the station, is it does, in the heart of the industrial district, there would be too much interference with freight switching, while in the .Southern Pacific plan, all trains are carried across this district and cause, therelore, no such inter- ference. The Plaza site is more adajitable to ultimate rapid transit. We believe that the main trunk lines of an ultimate ra]5id transit system in Los Angeles should consist of a subway on Main Street and a combined elevated and subway line on Sixth Street. Main Street has and will ha\e the heavier travel. The subway would directly pass the union passenger station and would afTord a convenient and essential connection between the steam railroads and the electric lines. This is especiallv imjjortant in the absence of local steam train service in the Los Angeles district, as practically all passengers must reach their destinations by means of one of the electric lines. The Southern Pacific site lies along the Sixth Street axis, and a rapid transit station is possible about 1000 feet from the Southern Pacific station. The Santa Fe site does not lie on either of these axes and, while it is possible Union Passenckr Tkk.minal at tiii-: Pi.a/.a 391 to build a raj)i(l transit electric line to this site, this line wniild carry and serve fewer passengers than either of the main trunk lines above referred to. As a fourth factdr in the location of a union station, non-interference with switching in the industrial district may, at first, appear unimportant. We believe, however, that this is one of the most ini]i(irtant factors. This interference occurs whenever passenger movements take place in the switch- ing territory and a crossing of the two streams of traffic is made. In this respect, the .Southern i'acific station site ai)iiears best, as all passenger movements on the west side of the river are al)ove grade and there is no interference whatever with inchistrial switching. The I^laza plan, however, is practically ecpially advantageous. The only interference would occur at .\lhambra .Avenue and the river, and a possible remedy is at hand even here although the necessary separation of grades would be rather ex- pensive. The Santa Fe plan, locating the passenger station and tracks on the west bank of the river, which is or should be the main stem for all industrial switching, is by far the worst with regard to interference. With this plan it would be necessary to cross the passenger main line and coach yard with light engine movements and switching movements. This would, in our opinion, result in additional operating cx])eusc an plan obviously stands last in this respect. Because of shorter and fewer viaducts, the .Santa h'e site is more adaptable to economical grade crossing elimination. The Plaza plan is, in this resiH'ct, better than the Southern Pacific ]dan because of the long elevated ap])roaches necessary in the latter. The Plaza site is more accessible by surface electric lines. It is pos- sible here to serve more people without a transfer since more car lines pass 392 Los Angeles Terminal Investigation this station. We consider the Southern Pacific site only slightly inferior to the Plaza site in this respect. The Santa Fe site, in this item, is by far the least desirable on account of its distance from the business district. The Southern Pacific site stands first with regard to the collection and distribution of baggage, mail and express. This is because the origin and destination of the express matter, (by far the largest item among these three), lies in a district closer to the Southern Pacific station. As this factor depends largely upon the relation of the location of the points to which the express matter is delivered and from which it is collected, the Plaza and Santa Fe sites rate about the same, with a slight advantage in favor of the Plaza site. It is possible to locate a coach yard very close to the proposed Plaza union station. In this respect this site has a very distinct advantage over the other two. We estimate that it would cost more to move the trains between a station and a coach yard at the Santa Fe site than at the Southern Pacific site on account of the interference with the movement of freight switching and industrial de\ elopment. ^^'e are of the opinion, however, that there is very little choice between the Southern Pacific and the Santa Fe sites in this respect. The ultimate appreciation of property values is also an important factor. This question will be dealt with more fully in Chapter X\'III. It will suftice to say here that the Plaza plan will ultimately bring about a greater net gain in propertv values than either the Southern Pacific or the Santa Fe plans. The Southern Pacific site is a little more convenient tn the hotel and to the present and probable future business district. The advantage over the Plaza plan is, however, slight. Compared with the Santa Fe plan, the Plaza plan is first in this respect. This is largely because the passengers would be obliged to pass through the industrial district if the union station were located at the Santa Fe site instead of being brought to the edge of it as in either of the other two plans. Because it is located at the intersection of several important thorough- fares, the Plaza site is far more accessible to automobiles. The Southern Pacific site is but slightly superior to the Santa Fe site, as with automobile travel it is more a matter of street congestion than of distance. The Plaza site is best located with respect to locomotive service and repair facilities. The construction of a new freight yard along the San Fernando Road would make it possible to care for the passenger engines of all roads at the present Southern Pacific roundhouse on the east side of the river at Alhambra Avenue. Better use of existing mechanical facilities would be made with the station at the Santa Fc site than at the Southern Pacific site. Union Passenger Terminal at the Pt.aza 393 With a union passenger station at the Plaza and a union freight station at the Santa Fe site, there would be less interference with freight draying than with a union passenger station at the Southern Pacific site. The Santa Fe site is worse than either because of the introduction of a crossline of passenger travel through the freight draying district. At the Santa Fe site, transportation facilities are more nearly confined to the natural channel— the banks of the Los .-\ngeles River. The de- parture from this natural channel with the Plaza plan is not. however, very great. At the Southern Pacific site a great deal of railroad property is located at some distance from the river. In this connection, the release of land used for transportation purposes in the industrial district becomes of importance. With the station at the Plaza site, it is possible to release both the Southern Pacific coach yard and station sites. With the station at the Southern Pacific site, only the Southern Pacific coach yard can be released. With the Santa Fc site, we believe that it wciuld be advisable to release only the Snuthcrn Pacific station site. The Southern Pacific plan pro\ides a complete segregation of the passenger and freight routes in the city. Such a segregation can be had nearly as well with the station at the Plaza site. With the Santa Fe plan, however, this condition would be very unfavorable. Although the immediate improvement in rapid transit is far less im- portant than a suitable future arrangement, this factor should, nevertheless, be considered. There is but little choice between the three sites in this respect. Improvement would be accom])lished at less cost at the .Southern Pacific site and with but slightly increased cost at the Santa Fe site. At the Plaza site, however, the e.xiienditure necessary for immediate improve- ment would be large but. at the same time, would include the ultimate recommendations. The selection of either the Southern Pacific or the Santa Fe site will ultimately throw upon the market the present Southern Pacific freight yard site. This land is especially suited for transportation purjjoses and con- siderable loss would result from its transfer from this use. The Plaza plan contemplates permanent use of this land as a coach yard. Lastly, both the Plaza site and the Santa Fe site may he located prac- tically at grade. Jhe Southern Pacific site, however, requires the con- struction of long and expensive elevated approaches. Cost Estimates Detailed cost estimates for all union passenger terminal plans are given in the .Appendi.x to this report. For purposes of comparison, however, there are here inserted two tables, the first showing the estimated money required for a union passenger station and other proposed improvements for 394 Los Angeles Terminal Investigation all three plans (Plaza, Southern Pacific and Santa Fe) under our proposals and recommendations for an immediate plan, and the other showing similar estimates under recommendations and proposals for our ultimate plan. It is understood that these two estimates are to be considered separately and that they are not to be added together but that the ulimate plan includes the estimates for the immediate plan. ESTIMATED NEW MONEY REQUIRED FOR UNION PASSENGER STATION AND OTHER PROPROSED IMPROVEMENTS IMMEDIATE PLAN Item Steam Roads: 1. r'assenijLT Terminal, Approaches, etc. 2. L'nion Coach Yard Site of Passenger Station Southern Plaza Pacific Santa Fe !,942,992 516,264 $2,733,161 $2,577,040 919,662 1,005,673 3. Suhtotal. Station Facilities (1+2) (9,459,256) (3,6.52,823) 3,582,713 4. Union L. C. L. Freight Station 772.iii 5. Viaducts over Los Angeles River 774,493 6. Depression of. And New, Tracks Along River... 290,357 7. Main Line Tracks and Connections, not depressed 71,042 8. New Tracks for Southern Pacific east bank of Los Angeles River, North of Humboldt Street 9. Butte Street Trackage and Santa Fe Avenue Suli- vifay 10. New Trackage, River to Hobart & Connections. 111,570 11. New Freight Yards, Southern Pacific and Santa Fe 1,198,127 12. New Freight Terminal, Salt Lake, Alameda St... * 13. New Connections, Relief .\lameda -Street switch- ing 67,209 14. Team Yards 148,271 774,493 463.219 117,441 306,367 66,729 59,858 774,493 217,356 201,698 111,570 579,127 67,209 15. Total (1 to 14) 12,892,658 5,440.930 5.534,166 16. Release Southern. Pacific Station Site 1,243,654 1,243,654 17. Release Southern Pacific Coach Yard Site 1,574,382 1,574,382 18. Total Credits (164-17) 2,818,036 1,574,382 1,243,6.54 19. Net Total— Steam Roads (15-18)10,074.622 3,866,548 4,290,512 Electric Roads: 20. New Line, Pacific Electric Station to Brooklyn .■\ve. and to 14th Street 5,591,480 2.574,013 2,557,223 21. New Surface Line to Union Station at Santa Fe . . * * 238,944 22. Freight Tracks 23. Total Electric Roads (20 to 23) 5,591,480 2,574,013 2.796,167 24. Grand Total— Steam and Electric . . . . (19+23)$15,666,102 $6,440,561 $7,086,679 *Not included in this Plan. Union Passengkr Tekminai. at the Plaza 395 ESTIMATED NEW MONEY REQUIRED FOR UNION PASSENGER STATION AND OTHER PROPROSED IMPROVEMENTS ULTIMATE PLAN Site of Passenger Station Southern Item Plaza Pacific Santa Fe Steam Roads: 1. Passenger Terminal. Approaches, etc $10,303,492 $2,966,268 $3,637,191 2. Union Coach Yard 629,710 1,099,475 1,166,277. 3. Subtotal. Station Facilities (1+2) (10.933.202) (4.065.743) (4,803,468) 4. Union L. C. L. Freight Station 2,575,942 2,575,942 5. Viaducts over Los Angeles River 3,658.1.32 3.658.132 3.678.968 6. Depression of, And New, Tracks Along River 937.910 1.003.518 1.042.052 7. Main Line Tracks and Connections, not depressed 8. New Tracks for Southern Pacific, east bank of Los Angeles River, North of Humboldt Street. . . . 305.2.?8 305.238 305,238 9. Butte Street Trackage and Santa Fe Avenue Subway 10. New Trackage. River to Hol)art & Connections. 11. New Freight Yards. Southern I'acific and Santa Fe 12. New Freight Terminal. Salt Lake, Alameda St.. 13. New Connections, Relief Alameda St. Switching 14. Team Yards 192.891 192.891 192,891 401.144 388.853 401,144 ; 2.835.187 2.835.187 2,835.187 4 * 286.564 ; 4.436 4.436 4.436 629,021 629,021 704,897 15. Total (1 to 14) 22.473.103 15.658.961 14.254,845 16. Release Southern Pacific Station Site 1.243.654 1.243.654 17. Release Southern I'acific Coach ^'ard Site 1.574.382 1.574.382 18. Total Credits (16+17) 2.818.036 1.574.382 1.243.654 19. Net Total— Steam Roads (15-18)19.655,067 14,084,579 13.011.191 Electric Roads: 20. New Line. Pacific Electric Station to Brooklyn Ave. and to 14th Street 5.591.480 2,574,013 2.557.223 21. New Surface Line to Union Station at Santa Fe. * * 238.944 22. Freight Tracks 150.086 150.086 150.086 23. Total— Electric Roads (20 to 23) 5,741,566 2.724,099 2,946,253 24. Grand Total— Steam and Electric (19+23)25.396.633 16,808,678 15.957,444 *Not included in this Plan. In the matter of cost, fair and sound concliisiniis c,in be reached only after the totals for the various estiinates in the ultimate plan are compared. It will be noted that the Plaza plan is the most expensive, with the Southern Pacific plan second and the Santa Fe plan third. The l^laza plan will cost approximately $23,400,000, the Southern Pacific plan 516.800,000 and the Santa Fe plan approximately $16,000,000. In other words, the Southern Pacific plan comiiarcd with the Plaza plan will be 34 per cent more economical 396 Los Angeles Terminal Investigation and the Santa Fe plan will be 37 per cent more economical. It is a co- incidence and not a result of any design that the difference in the table of comparison of plans by weighting of important factors places the Plaza site at an advantage of approximately 34 per cent over the Southern Pacific plan and 42 per cent over the Santa Fe plan. Final Recommendations It is apparent that the question asked earlier in this chapter (Is the superioritv of the best plan over the less desirable plans worth the ad- ditional cost?) cannot be answered from the engineering and railroad stand- point alone. If it were possible to make a reliable estimate of operating expenses properly chargeable to the union passenger terminal under each of the three plans and under both the immediate and the ultimate layouts, and if these various estimates were then compared, and if, further, the actual and cor- responding figures under the present passenger operation in Los Angeles could be obtained and compared with each of the various estimates, then the relative merits of the different plans as operating propositions could be fairly well established. Even if such figures were obtainable however, and possessed a fair degree of accuracy, a comparison would not be con- clusive. This is true for the reason, among others, that each ultimate or immediate plan is intended to provide for the more or less distant future (with the Plaza plan making the most complete and satisfactory provision for all possible contingencies). It would obviously be improper to charge up to the first few years of operation all of the cost incurred for the benefit of the future and compare the results, with no allowance for this factor, with present operating costs. But aside from these and other obvious and instirmountable difficulties, it is apparent to us that reliable estimates of operating costs for any of the three immediate or ultnnate plans cannot be obtained. It will be re- membered in this connection at the time we made our re])orts to the Director General uf Railroads on immediate terminal unification in Los An- geles, the attempt was made to make com])arisiins of operating costs. The figures finally agreed upon by the railroad engineers and the Commission's engineer were obtained only after long and exhaustive investigation by a large force of railroad engineers and by our own engineers. And then it was agreed on all sides that at best it could be considered only as an ap- proximation. Yet, no far-reaching or radical changes from existing con- ditions were proposed in those reports. In the meantime railroad operating expenses of all classes have steadily mounted — and the end is not yet. We are satisfied, therefore, that any attempt to justify one plan over another by estimates of resulting operating costs alone would not be fair Union Passenger Terminal at tiii-: I'i.aza 397 and would be misleading rather than helpful. We are, however, satisfied, from our general understanding and analysis of the problem, that these will be the operating results: First: The total operating costs properly chargeable to a union terminal under any of the three plans will, in the first few years (probably not longer than live) be larger than the continued operation in separate passenger stations as at present. After a comparatively short period of time, how- ever, the reverse will be true and union terminal operation will be carried on at a lesser expense than operation at inde]jendent terminals. The prin- cipal reason for this condition will be found in the fact that neither the Santa Fe nor the Salt Lake can continue for any length of time to operate with present facilities. These facilities must be enlarged and such an en- largement will carry with it increase in operating expenses. This is re- ferring to railroad operating expenses alone and does not take account of operating expenses of other interests dealing with the terminal such as the public, exj)ress service, street railway service, inlcrurban service, freight service insofar as it is affected by the terminal location, results to the City, etc. Second: The relation ul the railrnad uperaling expenses under the three plans are difticult of determination, ilwwevcr, because considerably less train, coach yard and light engine mileage is involved in the Plaza plan, we believe that the cost of operation with the terminal at this site will be less than at either the Southern Pacific or Santa I'e sites, 'fraiii mileage appears to be by far the most important factor, as other oi)erating expenses do not vary so widely between different locations. As between the Southern Pacific and .Santa l*"e plans, the difference in the train mileage is not so large that it might not be offset by other factors, such as interference with freight switching. We are of the opinion that the operating costs for the Santa Fe plan will be less than those which accompany the Southern I'acific plan. Third: While this discussion deals with the union passenger terminal only, it is impossible in this subject of operating costs to separate the effects of the other recommendations contained in this report from the results of passenger terminal operation. This is particularly true with reference to recommendations made as to grade crossing elimination, freight station unification and pairing of tracks between Colton and Los Angeles and with reference to the elimination of facilities between Los Angeles and certain outlying points. One of the principal advantages of the adoption of the Plaza plan, as has been pointed out repeatedly in this report, is to be found in the advantages and benefits to the City. It will not be necessary here to enlarge the arguments on that score. They belong more properly in the field of city planning and civic enterprise. We are satisfied that the direct and 398 Los Angeles Terminal Investigation indirect benelits to the City that will ensue from locating the union passenger terminal at the Plaza will almost alone justify the necessary expenditure. We are convinced, therefore, that Los Angeles can well afford to contribute in one form or another such share of this ex])ense as may fairly be assessed against the City. \\'e are also satisfied that such an expenditure by the City, in whatever hirm it may take, will begin to pay hiiinediate and sub- stantial returns and will be a permanent and safe investment. After a careful study and analysis of all possible plans, it is our con- clusion that a union terminal at the Plaza offers the best solution of the terminal problem. \\'e strongly recommend to the Commission, to the City of Los Angeles and to the railri.iads that a union passenger station he established at the Plaza substantially in accortlance with the plan outlined in this chapter. An incident in the creation of a union passenger terminal at the Plaza will be the establishment of a union ticket office in the station building. About the middle of 1918, the Federal Railroad Administration established an uptown consolidated ticket office, at present located on Broadway be- tween Second and Third Streets. This has proved successful from the point of view of reduced expenses to the carriers and has evidently satisfactorily filled the needs of the public. Irrespective of whether or not the railroads return to private operating control, this joint facility should be maintained. After a union passenger station is established at the Plaza, it will not be necessary to maintain another joint uptown ticket office within five blocks of the union passenger station. Such an office might, however, be estab- lished further south in the business district, say, in the neighborhood of Seventh and Hill Streets. It is our recommendation that in the meantime the existing joint uptown ticket office be maintained. PART IV— FREIGHT Chapter XV — Present Freit^ht Traffic anil Facilities. Chapter XVI — Industrial Spur Tracks — Plan and Service. Chapter XVII — Proposed Improvements in Freij^ht Handlini^. CHAPTER XV. OUTLINE Freight Traffic Car Movements Carload Freight Cars Transferred Between Roads Cars Set on Industry Tracks Less-Than-Carload Freight Freight Facilities Freight Yards Location of Yards Operation of Yards Southern Pacific Yard Operation Santa Fe Yard Operation Salt Lake Yard Operation Pacific Electric Yard Operation Recommendations Freight Stations Southern Pacific Freight Depot Santa Fe Freight Depot Salt Lake Freight Depot Pacific Electric Freight Depot Recommendations Team Yards Los Angeles Union Terminal Company CHAPTER XV PRESENT FREIGHT TRAFFIC AND I'ACUJTIES FREIGHT TRAFFIC The liaiullint,r of frc-io-ln, both as a subject by itself and in its relation to the elimination of grade crossings and the establishment of a union passenger station, is the third general subject of this report. A careful study ol present freight conditions was made with the pur- pose in view to better the present situation, if possible, and in any event, not to make it worse. During the hearings in these cases, the statement was repeatedly made that freight handling in Los Angeles was, on the whole, satisfactory. It should be here note V ^y \ u,l 1 il y / ', ' V ^. aV -L_.i. .^-^v yv^\'?<' xs r-4 '-. ". /--, ~- -A \ / > '''-^v ^^ ^N .'(- or o \, " < Q ^v /' ,' < a: -is u ,'"- ". / -i T / "- -. / < H / ^> ' ' ^, 1 Q ' T~"z Q , 3 2 i?s o? ' K UJ^ 1 ^ ^ ^"- --1 "^ O a < I o t- ^■5 (0 f- 2 J O z r u If) UJ _l u o z < o Z «2 at 111 40 « J 2 O 5 «< IS o tn ^ 2 z jO e a 3i r t? T I > b. o r H UJ oi f w >- '^ o < o < a j5 cz -, 3 = - = ■• - C 01 c nS - 8? •=5 o2^ c en 3 ». O oc 404 Los Angeles Terminal Inxestigation During the year over 864,000 freight cars were handled by the steam railroads in and out of Los Angeles; an average of about 2400 per day. Of these, two-thirds were loaded cars and one-third empties. If we use the same ratio of loads and empties for the Pacific Electric it will be seen that including this electric line, there are handled in and out of Los Angeles, approximately LOOO.OOO freight cars per year, or about 2,850 per day. As a matter of comparison, we note that in 1912 the twenty-one operating railroads at Chicago received and forwarded approximately 15,000,000 cars or about fifteen times as many as are handled at Los Angeles. Carload Freight Figure 136 shows graphically the movement of carload freight in and out of Los Angeles, showing at the same time the destination or origin classified under several different headings. This chart is an exposition of the figures in Table No. XVL The principal information may be briefly presented as follows : ORIGIN AND DESTINATION OF CARLOAD FREIGHT Loaded Cars— 1917 Number of L Inbound at Los Angeles Cars Ratio Set on Industry Tracks 89.667 25% Set on Team and House Tracks 54,189 15% Transferred to Other Roads for Line Haul... 41,331 12% Through or Passing Freight 154823 44% Company Freight 10,253 4% Total inbound 350,263 100% II. Outbound at Los Angeles Received from Industry Tracks 54.118 16% Received from House and Team Tracks 65,486 20% Received from Foreign Line Haul 43,740 13% Through or Passing Freight 154,283 47% Company Freight 13,419 4% Total outbound 331,046 100% III. Total Inbound and Outbound at Los Angeles 681,309 200% It is necessary to state that the figures which make up this table were obtained with the greatest difficulty, and only after a great amount of effort were we able to obtain figures which check as closely as they do in the above table. No useful purpose would be served, we believe, by further refinement. In addition to the cars included above, there were handled during the year, approximately 10,000 cars having their origin and destina- tion in Los Angeles, this number being included in the number of cars given above as transferred between the different roads. It is also important to draw out the percentages of total cars handled by the different roads, as loUows : Present Freight 'I'kaki-ic and Facilities 405 FREIGHT CARS HANDLED BY DIFFERENT ROADS Loaded Cars— 1917 Road Number of Cars Ratio Southern Pacific 431,4% 637c Santa Fe 133,319 20% Salt Lake 53,447 8% Pacific Electric 63,047 9% Total 681.309 100% Cars Transferred Between Roads l''ig-. 136 also indicates that twenty-live per cent ff all the loaded cars handled at Los Angeles arc transferred from one road to another. This trans- fer is made within the city at eleven different points. These points and the number of cars transferred at each jxiint are shown in Table No. X\'. The table is based npon information received from the Chief Joint In- spector under whose direction all cars are inspected for defects in equip- ment and loading at the point of transfer, this service being paid for jointly by the dififerent railroads interested. .According to this table 291.407 cars were transferred from one road to another during 1917. an average of about 800 per day. It will at once be apparent that while the totals in the various tables above do not run into the millions, the figures nevertheless, assume such proportions as to necessitate caution in proposing any plan which might upset the smooth working of the present system. Cars Set on Industry Tracks Inasmuch as the industry tracks and the traffic carried over them are an important factor in these proceedings, attention is directed to a peculiar situa- tion which exists in Los Angeles with regard to industrial switching. The Los Angeles shippers are very anxious to retain the benefits of the present arrange- ment and we agree that nothing should be done to disturb existing advantages in this respect. The situation in brief is this ; a car destined to an industry track is switched to that track without charge, no matter on whose rails the industry is located, or on vvhcxse rails the car was brought into Los Angeles. The representative of the .Associated Jobbers of Los .\ngeles, repre- senting as he stated, seventy-five per cent of all wholesalers and manufac- turers served by carriers, stated before the Commission that this present arrangement is almost ideal, that as above noted, all tran.scontinental roads have absolute and unrestricted access to all industry tracks, and that the association which he represented would be strongly opposed to any plan which would interfere with these conditions. The number of industries in Los Angeles, within the free .switching limits (including quite a few industries outside the city boundaries) is. of course, constantly changing and was, at the time of this investigation (.\pril, 1918) about as follows : 406 Los AxGELES Tkrminal Investigation INDUSTRIAL SWITCHING OF DIFFERENT ROADS Industries Cars Set No. Ratio 1917 On Southern Tacific Rails 340 40% 38.515 Loads On Santa Fe Rails 371 45% 40.869 On Salt Lake Rails 109 12% 8,879 Total, Steam Roads 820 97% 88.263 On Pacific Electric Rails 25 3% 1,584 Total— All Roads 845 100% 89,847 Of the 340 industries on Southern Pacific rails, 278 are so located that the cars destined for them are hauled along Alameda Street. Table No. XX shows the number of loaded and empty cars set at these various industries and also gives the same information for team tracks and the three Pacific Electric transfer tracks, also reached via Alameda Street. Less Than Carload Freight The following information is taken from Table XVII and shows the extent of this class of traffic, expressed in its common measure, the short ton of 2000 pounds. LESS THAN CARLOAD FREIGHT TRAFFIC Tons— 1917 Road Inbound Outbound Total Ratios Southern Pacific 55,432 164,258 219.690 46% Santa Fe 67.670 111,147 178,817 31% Salt Lake 34,107 24,629 58,736 7% Total— Steam Roads 157,209 300,034 457,243 84% Pacific Electric 34,968 59,274 94,242 16% Total— All Roads 192,177 359,308 551,485 100% Average day 624 1,166 1,790 Ratios 35% 65% 100% Ton Per Car, Av 5.26 6.27 5.23 It will be observed that the importance of Los Angeles as a jobbing center is well brought out, the package freight outbound being nearly double in tonnage the inbound, the wholesale merchants receiving freight by the carload and distributing it in smaller lots. Of course, freight originating in Los Angeles is also responsible for some of this excess of outbound freight. The importance of the Pacific Electric in the Los Angeles freight field is also well brought out. Its more important package freight business lies in handling this class of freight between the boats at Los Angeles Harbor and the City, the Pacific Electric having access to the more im- portant wharves, which are municipally owned. Present Freight Tuaitic and !• a( ii.itiks 407 FREIGHT FACILITIES Freight Yards Freight, in emcriiij,^ a distrilmting center by railroad, is first handled in unl)rok-en carloads at the yards. Here those cars, which are to he passed through without unloadinfj. are segregated from those destined to the district served l)y a particular yard. The cars to be unloaded are then segregated into three general classes: 1. Carloiid.s to be unloaded on team tracks. 2. Carloads to be unloaded on industry tracks. 3. Carloads of package freight to be unloaded at freight depots. There are other classifications, but these are the principal ones. The yard is. i)rol)al)ly. the most crucial ])oint in the handling of freight — the proijer relation of its ])arts and its location with resjicct to the dis- tributing tracks being the controlling factor with regard to delavs. pmmiit and economical service and congestion. Knowledge of present conditions, regarding the handling of freiglit cars in the Los Angeles yards of the various railroads, is essential to a study of any changes made neces.sary by a general plan for the elimination of grade crossings, by the establishment of a union i)assenger terminal, or for any changes toward an improvement in the handling of freight, with tlii.s in view, a brief description of the present location of freight yards and the gen- eral methods of operation is given. Location of Yards The Southern Pacific yard, which handles about 63 per cent of the number of cars entering and leaving I.os Angeles, is located [)rinci])ally on the west side of the Los Angeles River, near North Broadway, but parti}' on the ea.st side of the river, and north of Dayton .\venue. This latter location is the site of the future classification \ard, the progressive construction of which is little more than started. The .^anta Fe yard, handling 20 per cent of the cars, is located on the west bank of the Los .Angeles River between h^irst and Sixth Streets: the .Salt Lake freight yard, handling S jx-r cent of the cars, is located on the east bank of the river between First and Seventh Streets, and the Pacific Electric freight yard, handling 9'/[ of the cars, is located along the west side of .\lameda Street, between Seventh and Lighth Streets, and is commonly known as the "Fighth and Hemlock" yard. Soulhcrn Pacific Yard Operation For the pur|)ose of handling freight trains, the Southern Pacific yards may be dixidcd inlo four sections: 1. The "Xew t lasslication Yard" lying on the east bank of tlic Los .\ngeles Kivcr. 408 Los Angeles Terminal Investigation 3. The "Upper Yard" includes that part of the yard along North Broadway which lies easterly from the lead which extends diagonally across the yard. 4. The "Lower Yard" which is that part of the same yard lying to the west of this lead. 2. The "Midway Yard" lying between the new classification yard and just north of the North Broadway bridge across the river. FIG. 137. NEW ri,.\SSIFIC.\TIO\ YARD — SOUTHERN P.XriPIC This new yard lies between tlie left bank ot the Los Anereles River and the San Fernando Road. The southerly en 1 is n-uglUy outlined by the cars and tracks at the right center of the picture. Present Fkek.iit Traffic and I-'acilities 409 FIG. 13S. SOITHERN PACIFIC l rrKIl VAHD This view is taken from the overhead foot bridge across the yard near Ann Street, looking north toward North Broadway bridge, which appears in the background. The track on the left is one of the main line tracks In North Spring Street. FIG. 139. SOITHEHN PACIFIC LOWER YARD View taken from the overhead foot bridge across the yard near Ann Street. Redondo Street is immediately in back of the first telegraph pole on the left. The Southern Pacific Company handles in and out of these yards ap- pro.ximately 620,000 cars per year and as high as 2,200 cars per day, and 410 I.os Ancei.es Termixai. Investicatiox this figure, which is the number ut cars in and out on the main line, will be increased to about 3,000 cars per day, if all movements in and out of the yard, including cars originating and delivered at Los Angeles are taken into consideration. The size nf the yards is indicated in the following tabulation: SOUTHERN PACIFIC YARDS— TRACKAGE AND CAR CAPACITY Miles of Standing Yard ' Track Car Capacity New Classification 18 1609 Midway -4 320 Main Yard ( L'ppcr and l^uwer Yards) 2S 2214 Total 47 4143 At the present time there are needed and constantly employed, approx- imately 58 switching crews with about 35 switch engines. These numbers vary considerably, depending upon the volume of business and also upon the supply of equipment. FIG. 140. SOUTHKRX P.VTIFIC 1IIUWAY YARD. I.YIXG ALONG TIIK WEST B-VXK «1F THE I,OS -VXGEI.ES RIVER AND NORTH OF BRO.VDWAY. The hills on the left ot the picture prevent any further expansion of this yard, which adjoins, at its south end, the Main Yard and. at its north end. the Classiflcatioh Yard. The iMain line tracks are those on the right. The main line of the .Santa Fe to San Bernardino, via Pasadena, is seen in the right foreground. Present Freight Traffic and Facilities 411 Trains from the North— Coast and \'alley Routes— pull into the "Mid- way Yard" where the road engine is cut off and proceeds to the roundhouse at the shops on the east hank of the river. The conductor of the train rides the engine up to River Station, at North Spring and Sotello Streets, which is the yard headquarers. Here he leaves he waybills which give the yard authorities, in jjractically all cases the first information as to where the loaded cars in his train are to go. There are certain exceptions to this rule, notably in case of stock trains, where this information is telegraphed ahead of the train, and for a few other forms of special shi]3ments, among which, at this time, arc included certain classes f)f government freight. In this yard the train is broken up into cuts for the following points, the information necessary to make this classification having been sent by wire ahead of the train : 1. Point.s on the Galveston, Harrisburg and San .Antonio Railroad. 2. Points on the Texas-Pacific. 3. Points on the Rock Island. 4. El Paso and East. 5. Imperial Valley. 6. Upper Yard. The cuts for the Upper Yard are then ninved to this yard fi:)r further classification. It might be noted that the grade is appro.ximatcly 1 jjcr cent down from the New Classification Yard to the Lower Yard, so that move- ments in this (southerly) direction are down hill. Following the arrival of the waybills in the yard office, tags showing the destination of the cars are made and tacked on each car by a boy from the yard office, who also gives the yardmastcr of that section of the yard a copy of the switch list. The Ujiper \'ar(l has 24 tracks, which are put to the follow^ing uses: 8 for receiving tracks for trains from the south and cast. 1 each for the following destinations: empty oil cars, San Joaquin \'alley, new classification yard, freight houses. San Joaquin Valley local cars, shops, locals east, cabooses, eastbound, Santa .Xna Branch. Salt Lake transfer. Coast Division short hauls, short hauls east, cars to be weighed. Santa Fe transfer, lower yard. As noted above, cuts from the Midway Yard are broken up into these divisions in the Upper Yard. Trains from the East pull directly into the Upper Yard and are handled in a manner similar to that described for the Midway Yard. 412 Los Angeles Terminal Investigation Trains from the South are supposed to be reduced to approximately 25 cars in the vicinity of Forty-seventh Street before being pulled along Ala- meda Street through the city. This reduction of the train appears to be the result of what might be called a "gentlemen's agreement" with the City, and is not compulsory through ordinance or franchise, and we may add that our observation has indicated that this reduction is not always made — though possibly omitted at this time as a war measure. These trains pull directly into the Lower Yard. It will be noted that among the tracks in the Upper Yard is one on which cars for the Lower Yard are placed. In the lower yard a further segregation of cars is made. The usual classes observed being as follows : 1. "Yellow-ball District, running from the Yard east to Myers Station, which is usually switched during the day. 2. "Green-ball" District, which is south of 8th Street. 3. "Red-ball" District, which is north of 4th Street. 4. "Central" District, extending from 4th to 8th Streets. 5. Macy Street Team Tracks. 6. Pacific Electric Transfer. These cars are transferred to the Pacific Electric either at Aliso Street near Alameda, at 8th and Alameda, or at Clement Junction (at Alameda Street near 25th Street). 7. Santa Fe Transfer, which is under North Broadway Bridge. 8. Salt Lake Transfer, which is at the Los Angeles River and ."Mhambra Avenue. 9. San Pedro Branch. 10. Santa .'Vna Branch. 11. Duarte Branch. The cars for these branches are further segregated to district and station order. 12. Bad order cars. Present Fueicht Trai-eic and 1'acii.ities Sanla Fe Yard Operations 413 FIG. 141. SANTA KE VARUS .\OUTH OK KOlltTII STUIOIiT UKIUGU The passenger yard and station are in tlie left background; Ireiglit yard on the right. 1-iti. 14::. soiiiii<:i«> km> <>i' sani \ KKIOKill Taken from Fourth Street viaduct, this view shows the southern end of the yard with the main line Jracks along the river.' The coach yard is Just beyond Seventh Street in t e distance. The- Los Angeles Ice and Cold Storage Company s plant is the largest s.ngle industry in Los Angeles Irom the standpoint of the number of freight cars received and delivered. These amount to approxiniE^tely 7000 per year. 414 Los Axgei.es Ticrmixaf. Ixvestic.ation This freight yard has about 19 miles of track and will stand 1276 freight cars on the yard tracks proper. Trains may enter the Santa Fe yards from either the north or south and are just as liable to come one way as another. All freight trains, except- ing one, are operated as extras, the exception being train No. 55. which handles green perishaljles and is routed into Los Angeles via Pasadena. On arrival in Los Angeles, the train is broken up, as far as Los Angeles business is concerned, into cuts for the following points : "Canal" (This cut includes cars for the freight houses and the neighboring industries and extends from First to Fifth Streets) "North Industrial District" (Industries from First Street to North Main Street) "South Industrial District" (Including industries, roughly between Sacra- mento Street and Slauson .\venue; also including industries located be- tween Redondo Junction and Hobart Junction) rr "Patch" (Including industries between Fifth and Sacramento Streets and the "Market" on .-Manieda Street.) "North of Main Street" (Including industries between North Main Street and Avenue 22) "Southern Pacific Transfer" "Salt Lake Transfer" "Pacific Electric Transfer," of which there are two, one at Butte and one at .\liso Streets, the use of which depends upon the destination of the cars. Practically all freight trains leaving Los Angeles leave the Santa Fe yard headed south — down grade at the start — as cars for the east are hauled to San Bernardino via P^uUerton on account of the heavier grades via Pasadena. At the present time the yard switching requires approximately 1170 engine hours per week, which, stated in another way, is a daily requirement of about 20 crews and 11 switch engines. It seems important to note that the Santa Fe is able to switch the industries in the district between First and Ninth Streets and have all cars set within approximately three hours after the arrival of the train without the use of any longitudinal drill tracks, such as those on Alameda Street. This yard has about 9 miles of track and a capacity of 795 standing cars. About 90 per cent of the Salt Lake freight traffic approaches or leaves the I'kKSKNT I-'UICUIHT TUAI-1'IC AND ]'"aci I 11 ii;s Sail Lal(e Yard Operation 415 FUi. MX SALT l.AlvE KHKIoHT YAHH NOISIII OI' KOURTH STREET Or the left is the Los Angeles River. The two tracks adjacent to the river are the main line tracks and all those to the right are yard tracks. In the center distance may be seen the coach yard. FIG 144 'iVI.T I.AKE YARD SOITH OF POl RTH STREET side^,;nigis:.M4,;"^.^^L.^'\?^;^ ^j^the itu^r^r^ ^F\A^k pS ^^^ street bridge across the river may be seen. 416 Los AxGEF.ES Terminal Investigation Salt Lake yard from the south, the business on the Pasadena and Glendale lines being, by comparison, very small with the Eastern and Los Angeles Harbor traffic. The operation of the yard is comparatively simple and needs little description, the freight trains simply pulling into the yard and being broken up according to the different classifications necessary. With regard to cars destined to Los Angeles industries, it may be said that the territory within the Salt Lake switching limits is divided into two districts; the north district including all territory north of First Street, the ])rincipal business in this district being that of the canneries between Aliso and First Streets; the house and team tracks are also within this district. The south district includes all territory south of First Street, including the Santa Fe Alley track. This latter lies parallel to, east of, and about 150 feet distant from Santa Fe Avenue, and is joint property of the Southern Pacific-Salt Lake, and, previous to May 13, 1918, was switched during the last six months of the year by the Salt Lake and during the first six months by the Southern Pacific. Since this date, in order to reduce the amount of industrial switching on Alameda Street, the Salt Lake is switching this track the entire year. At present (May, 1918) there are about nine switch crews and five switch engines employed in Salt Lake freight switching at Los Angeles. One engine and two crews are used in the north district, one engine and three crews in the yard and the balance is used in switching the south in- dustrial district. Passenger trains require one crew and one engine. This yard appears to be sufficient for present business and is satisfac- tory from the standpoint of operation, except that the classification must be handled across Seventh Street, which seriously delays the street car and vehicular traffic at this point, it being necessary, at times, to keep the gates down for two or three minutes at a time. North of Seventh Street the lad- der track descends on rather a steep grade for four or five hundred feet, which is a very objectionable feature because of the amount of damage done to cars by too heavy collision when switching them on this steep grade. The Salt Lake also has a small yard south of the City near Hobart, commonly called East Yard, which is at present used only for storage. This yard has about 3 miles of track and will hold 186 freight cars. Cars reach the Pacific Electric yard in two w-ays : (1) those cars originat- ing on the lines south and west of the City are hauled directly into the yard by Pacific Electric power; (2) cars originating on the eastern lines are de- livered to the Southern Pacific at the Macy Street transfer; are hauled along Alameda Street and set on one of the Pacific Electric transfers usually at Eighth and Alameda Streets. Cars destined for points on the east lines are Present Fkhkiht Traific and Ivxcimties Pacific Electric Yard Operalion 417 Flfci. 143. pacific: KI.KtTKIt FKUK^HT VAHU ^V'hite rows of paper are standing at tite end of tht- freiglit sl.ed on the left. The large brick buildings in the background are sliop buildings; in back of these are tlie concrete buildings of tlic Los Angeles I'nion Terminal. Eighth Street is in tlie foreground. transferred to tlie Sniitliern I'acilic at C'lenient Juiioticm. hauled 1)_\- it alniig Alameda Street to Macy Street transfer and thence tn their destination over Pacific Electric rails. Switching business in I.os Angeles is handled by three day crews and three night crews; a day and a night crew, which may be classed as an outside crew, working south of Amoca Tower as far out as h'riiitland, on the \\'hittier line, and ;is far as Slauson Axciuu- on the I-ong Reach line and twii inside crews, which work north of the .\moca Tower (Amoca Tower is approximately at Long lleach .\\cnue ami Twenty-sixth ."street). Recommendations These recommendations are a direct result of i \ vun . ,,,9". 'he left the tracks curve from Alameda Street into North Spring Street Shed A IS in the left background. In the left center are freight cars standing on the houos Angeles. The essential data regarding- this station follows: PRINCIPAL CHARACTERISTICS— PACIFIC ELECTRIC FREIGHT STATION Outbound Inbound Area, house 15.616 17.520 " platform 2,032 4,412 " shed and platform 11.928 3,600 Total 29,576 25.532 55.108 21 S3 192 154 3.07 13 14 113 226 3.12 Grand Total Cars handled, average day No. Car spot capacity No. Tons handled, average day tons Area per ton, average day sq. ft. Team front per ton. average day feet It will be noted that these facilities are fairly adequate for the amount of present business. It may also be stated that the Pacific Electric has plans for changing the location of this station, the new site being on ground now owned and occupied by shop buildings. This improvement is intended to include the whole arrangement of the team tracks and, in fact, the whole yard. Recommendations W'e recommend that the Southern Pacific, Santa Fc and Pacific Flectric join in the construction and operation of a consolidated freight station at the Present Im become a part thereof. This is (liscnssed more in detail later. Under these conditions, tlie present Southern Pacific freight station site will be nsed as a team yard, the existing Salt Lake freight station site will be cleared and u^ed in part as a team yard ( it may be here noted that the recommended depression and expansion of the tracks along the east bank interferes to some extent with this freight station), and the Pacific Electric freight station will be abandoned. Team Yards Certain classes of freight, principally carloads, destined for consignees without spur track facilities, and large and heavy packages, such as machinery, are commonly unloaded, or loaded, directly from cars to dravs. without being handled in the frei.^ht station, at team tracks alongside good drive- ways, although at one or more points a crane is provided. It is .-idvantageous to ha\-c at least one vard adjacent to the freiplu station. FIG. 1,'.8. M.tCY STREET TEAM Y.iUDS Located at Alameda and Macy Streets, ttils property would be devoted to a station yard according to the Hawgood and Storrow plans for the establishment of a union passenger station. The Southern Pacific team tracks are located at the site of the freight station at North Spring and Alameda Streets, at the corner of Macy and Alameda Streets and at the corner of Fourth and Alameda Streets. 430 Los Angeles Terminal Investigation FHi. loU. SOITHKKN I'Al'iKlf TKAM TRACKS — KOIRTH AM> Al.AMKUA STKKKTS This team yard is largely devoted to a carload express business, which consists principally of perishable commodities. These cars are handled on passenger trains, and such a yard is necessarily near the passenger station. FIG. 1«0. SASTA FE TEAM YARD BETWEEN THIRD AND FOl'RTH STREETS This is one of the Santa Fe Team Yards, Driveways are paved %vith granite block A crane for unloading heavy shipments is shown. Preskxt Fri:i(;ht 'I'rai-i'ic AND Facilities 431 I'lO. lUl. .SAMA KK TKA.M THALKS ^J FIG. 163. SAiVTA h'H TKAM VAItU AT BAV A.\U LAWKKXCB STREKTS These team tracks were constructed in 1914, but are used very little. Perhaps the most important point in this connection Is the evident attempt of the Santa Ke to procure team tracks adjacent to Alameda Street. These are one block to the east. 432 Los iVxGEi.ES Terminal Ixvestigatiox Santa Fe team tracks are located along Santa Fe Avenue between Third and Fourth Streets, and also west of the Santa Fe freight station, between Third and Fourth Streets. The teamways in these yards are gran- ite blocks on a concrete base and are, perhaps, the best paved of any in Los Angeles. I'he Santa Fe also has a team yard on Shearer Street, between Wilson and Lawrence Streets, which is also paved with granite blocks. This yard was installed in 1914 and represents an attempt of the Santa Fe to gain a location adjacent to Alameda Street south of Seventh Street. KKi. IKH. THAM TltVfK>< AT SALT I.AKI': I-'ltlOK: STA'I'ION The first track on the left and the tracks on the right, in the foreground, are team tracks where carload shipments are transferred to vehicles. Salt Lake team tracks are located at the site of the freight station along Myers Street, although some tracks in the }-ard north of Seventh Street are occasionally used for that ])urpose. Pacific Electric team tracks are located at the site of the freight sta- tion and also at the corner of Anderson and Aliso Streets. The principal physical characteristics of the Los Angeles team tracks are given in the following summarv : Presknt 1'ki;u;iit Traific and 1\\ciuties 433 FICi. KM. PACIFIC ELECTRIC TEA>i \ \ It II \M) Tit A > Sl'I'.K ^ Vltl) In this view there are shown the Pacific Electric team vard at Anderson and Aliso Streets, and Pacific Electric-Salt Lake transfer on Elliott Street, known as .\nderson Transfer. Elliott Street is just to the right of the center of the picture. Mission Uoad is just this side of the building on which "Ben Hur" appears. TEAM YARDS— LOS ANGELES Car Area Trackage Capacity Road (Sq.ft.) (feet) (spot) Southern Pacific 593.6().S 17.619 353 Santa Fe 391.800 13,661 280 Salt Lal J^ T 9 ■4MaMdMi^iB«M^B-«HrffaM«w'^k»»-«*Jhki^i'*^*A« REGIONAL DISTRIBUTION OF FREIGHT CARS SET ON INDUSTRY TRACKS ,ANO INTERCHANGE OF FREIGHT CARS LOS ANGELES. YEAR 1917. ^H FIGURES INCUUDE LOADED AND EMPTV CARS. LETTERS AND FIGURES IN SQUARES REFER TO INTERCHANGE S.P. - SOUTHERN PACIFIC S.F. - SANTA FE S. L - SALT LAKE P E - PACIFIC ELECTRIC LEGEND SCUTWIVI PtCltK. CO - SSHFftiS~" - _ CASE 970 r UUNEI919 NO. 11-19 c 440 Los Angeles Terminal Investic.ation ter is the usual case, however, in Los Angeles where, in the industrial dis- trict, the spur track privilege has a considerable effect on the value of land. In fact, the County Assessor's office recognizes this feature in making assessments for taxes. TYPES OF SPUR TRACKS These tracks are built to serve industries in different ways. Some are objectionable and should not lie sanctioned, \vhile others, ha\-ing the same characteristics but differently located, canncit be regarded as objectionable. Still others have evidently been designed to accord, as far as possible, with the best practice of the time. It will be well to review the general methods in which these spurs are cc.mstructed in order to understand clearly the con- ditions which surround anv plans fur proposed changes. FIG. 168. INDUSTRY SPUR I!V ARCADE This view sliows an industry track constructed in an Arcade, under one side nf a wareliouse, leaving tlie sidewalk free for pedestrians. A freight train in .\lameda Street is at the right. Location of a spur track in an arcade leaves the sidewalk free for its normal purpose and does not block the street. This type of spur must be designed for a building at the time of its construction. The track is not susceptible to being changed, cxcejit at the expense of altering the luiilding and, in the case shown by the photograph above, this would be prohibitive in cost to the owners. This type of spur is limited to one or two. Industrial Si'ur Tracks— Plan and Service 441 FIG. lOU. SAXTA FK AI.LUV. MOAIl MOLKT STUKKT On the left it will be noted that the builE VR FIRST STREET There is not sufficient room for a vehicle between cars on the spur track anti a train on the nearer main line track. Spur tracks in such location.^ on important thor- oughfares should not be permitted. Note also the elevated sidewalk used for unloading platform. Industrial Spur Tracks— I'i.ax and Service 443 FIG. 173. SIDEWALK rSED FOIl VNLOADING PLATFORM This view, taken in Banning .Street, sliows liow tlie sidewalk lias been elevated to approximately tlie level of tlie car floor and used as an unloading platform. It also shows that the car is standing in the street. This practice in unimportant streets does not appear to be particularjv objectionable. The spur track may he placed behind the sidewalk and the car frontage also used for team frontag^e. This is an excellent arrantjement under some conditions, particularly when the cost of the land is not e.xcessive for this use. Night switchiiifj is usually preferable to industries so located, so that switching will not interfere with teaming. This form of construction is also, in general, ditticult to change to correspond to new switching leads. There are but few of this tyjie of s])ur tracks in I.os .\ngeles. A few- Los Angeles spur tracks turn off the lead tracks in the street and enter the shippers' warehouses on a curve. This arrangement is usually difficult of changing to another system of leads as it is dependent upon the track longitudinally in the street. There are many examples of this gen- eral type. There are one or two spur tracks in the streets where freight is un- loaded on the sidewalk, which is elevated. This has few objectionable fea- tures on a sidewalk but should not be tolerated on important streets such as Alameda Street. Neither should such construction be allowed where there is not room for a vehicle to pass between a car on the sjjur and a train on the main tracks. The general plan, having the future in mind, is not a good one since it demands tracks longitudinally on streets. 444 Los Angeles Terminal Investigation FIG. 17-1. FREIGHT CARS IN COMMERll\l, STREET These cars stand on tracks locatfd on one side of the street and are usually "unloaded in the warehouse by means of hang-planks across the sidewalk. Note that there is no switching lead in this street and that to move any car it is necessary to disturb all of the cars beliind it. There are many instances where there is a spur track along the side- walk, and gangplanks are placed across the sidewalk for unloading the cars. In some localities, this is objectionable; in others, the practice may be tolerated. By far the largest class of spurs are those located upon private or car- rier property or located alongside of warehouse or shipping platform within a city block. These spurs would require no change to improve grade cross- ing conditions, but practically all groups would need alteration because of a different approach. As at present these main leads turn ofif a track longi- tudinally in a street, they are difficult to change on account of the vast amount of work necessitated by the elimination of the main tracks in the street. THE HERRINGBONE SYSTEM OF SPUR TRACKS This system, which was referred to many times at the hearings before the Commission, was first mentioned by Mr. Samuel Storrow, a witness for the Central Development Association, in his testimony, from which the fol- lowing quotation is taken : ' A. Our project does not inchule the removal of any industries from Alameda Street. "Q. Then will yoti kindly state what you mean by the ultimate, if it isn't intended to remove those industries? Industkiai. Spiu Tracks — 1'i.an and Skk\ ice 445 "A. The proposal is that all the tracks on Alameda Street — by that we mean tracks that run longitudinally on the streets — not the cross tracks but all tracks which now run longitudinally on Alameda Street — shall be taken up from the south city limits to the north end of Alameda Street. "Q. Then how will the industries located upon Alameda at the present time be served? "A. The suggestion is that, pending that removal, which, of course, would take time, because this thing has to go on somewhat slowly, it is a very large joli. — during that time a system of freight tracks would be built out in a herring-bone fashion from the river bank, roughly speaking, perpen- dicular to the river l>ank, and that those tracks should be so arranged, adjust- ed, located and planned that they would reach not only every industry now on Alanieda Street, or west of it, but many others which we hope will come. I admit it is an intricate problem which we are handing to the Railroad Commission. We have confidence in the Railroad Commission and its en- gineers." (trans, p. 373) The "herringbone" system in I.os Angeles has come to mean a system of industrial tracks turning In the west from the Santa Fe tracks along the river and running east and west on jirivate rights of way between the ])rin- cipal east and west streets. P'rom these main industrial tracks other and shorter tracks would be built within the city blocks to reach various indus- tries. Under this system tiie east and west streets would be free from grade crossings, but the number of crossings on the north anil south streets would be increased. Another fiuidamental point in the "herringbone" plan, as noted by Mr. Storrow, is the proposal that all the tracks on Alameda Street should ulti- mately be taken up from the south city limits to the north end of the street. It was suggested to Mr. Storrow that the "herringbone" system would not reduce the number of crossings and, while he appears to have adinitted this point, he contended that the advantage lay in the fact that the danger and delay to vehicular traffic would be materially less because these "herring- bone" tracks, serving only a few industries, would not be used by the long trains which now operate along .Alameda Street. That is, the traffic be- tween the freight yards in the northern part of the city and the industries in the southern part would be hauled along the river instead of along Ala- meda Street and, so the witness stated, the traffic on the "herringbone" tracks would be only one or two car trains, under better control than the longer trains; and the danger and delay to the public would be correspond- ingly decreased. There are, at present, tew inilustria! tracks which cross the east and west streets. The Santa Fe yMley line crosses many streets, but Ninth Street and Twentv-si.\th Street are the only ones of any importance because of present trafiic conditions. The Santa Fe crosses Sixth Street near Mill Street and Third Street near Santa Fe Avenue, but neither is now of great importance. The Southern Pacific crosses Second Street near San Pedro 446 Los AxVGELES Terminal Iwestigatiox Street, which is a rather busy street. The principal east and west streets are, then, now not crossed to any appreciable extent, except by Alameda Street. A study of the trackage (Fig. 179 un page 481) will show that the present industrial tracks are, to a large extent, already built along the "herringbone" plan, the most important exception being the Southern Pacific spurs off Ala- meda Street. But here the departure frcim the "herringbone" plan is the result of the tracks in Alameda Street. Another exception is the fact that many of the tracks are in the streets instead of on private rights of way. RECOMMENDATIONS RELATIVE TO INDUSTRY TRACKS The report of Messrs. Hamlin, Howell and Storrow, referred to before, contained the following recommendations with respect to the spur tracks: "1st: All grade crossings other than those of industrial spurs must be removed; "2nd: No industrial track permits should hereafter be granted for the use of the streets at grade longitudinal])': 3rd: All tracks now longitudinally within any streets, to be confined to use for industrial purposes only, and finally removed as soon as access to the industries served can be obtained otherwise. "4th: That eventually all spur tracks shall herring-bone out east and west from leads along the river bank, and these leads and all other trackage throughout the city be for joint use by all railroads; "Note: A 1, 2, 3, includes Alameda Street, which should be handled in the following manner: "1st Step: Eliminate through-freight and restrict the use of these tracks to passenger service and local car deliveries and removals. "2nd Step: Eliminate passenger service. "3rd Step: Finally remove tracks altogether. "5th: These requirements, of course, are susceptible to but one interpreta- tion, namely: that the elimination of grade crossings for other than industrial deliveries and the maintenance of the minimum number of such ^rade crossings, with joint use of trackage, means a Union Terminal for Los Angeles, both passenger and freight, and it is only on this basis that the congestion and danger of railroad crossings can be avoided and mini- mized, and the best interests of the city at large and the railroads them- selves can be conserved." 1 he intlustrial district is so nearly level as to make impossible any improvement in conditions by any separation of grades and the question re- solves itself into how to plan for the least number of tracks and least trafiic. The construction of team tracks along the east side of Alameda Street would have a tendency to reduce the number of industrial tracks, for a shipper would forego, in many instances, the costly luxury of his own spur and use a convenient team track. This, however, would not offer sufficient relief. IxmSIKIAt. Si'LK I'rACKS — I'l AN ANT) S|:K\ ICK 447 We have given cunsiderable study to the problem of general rearrange- ment of spur tracks and have come to the following fundamental conclusions: (1) The lar^e investment in buildings, tracks and commercial business connected with spur tracks, and the present large amount of spur trackage make it inexpedient to make any radical change in spur track locations at this time or in the near future. (2) The shippers have reason to be satisfied with present conditions, which should be interfered with as little as possible. This is discussed in greater detail in the next chapter. We agree with the Three Engineers' Report in the general propositions that: "(1) All grade crossings other than those of industrial spurs must be removed. "(2) No industrial track permits should hereafter be granted for the use of the streets at grade longitudinally. "(3) All tracks now longitudinally within any streets should be con- fined to use for industrial purposes only and should finally be removed as soon as access to the indu.stries served can be obtained otherwise." \\ ith the fourth recommendation we can concur only in part. This recommendation was that: "Eventually all spur tracks shall herring-bone out east and west from leads along the river bank and these leads and all other trackage throughout the city shall be for joint use by all railroads." The general proposition that all spur tracks herring-bone out east and west from leads along the river is the best solution of the problem, but we would add that it is l^etter to cross an unimptirtant east and west street than an important north and south street, such as .\lameda Street or Santa Fe Avenue. We would modify this recommendation to that extent. The question of joint use of all trackage throughout the city by all railroads is very broad. The principle of joint use is sound and we are not here concerned with the matter of property rights and exclusive benefits to owners. We are concerned, however, with the reduction of the railroad traffic in and across city streets to the absolute minimum in order to im- prove, as far as possible, the grade crossing situation. And when unre- stricted joint use leads to an aggravation of direct and indirect crossing evils, it must be condemned. In the chapter devoted to the Alameda Street grade crossings, we have taken up the diversion of freight switching by rerouting and have called attention to the fact that at present any car hauled into I-Xjs Angeles over any road may be set on an industry track of any other road without charge. .Bearing this in mind, and taking cognizance of the large amount of capital invested in land, buildings and business largely dependent upon spur track facilities and track mileage involved, we make the following recommenda- tions for iminediate improvement : 448 I.os Angeles Tickmixat. lNVESTTt:;.ATioN A. — Duplication of Switching Service to Industrial Spurs should be Dis- continued. Such discontinuance was put into effect as a war measure and should be retained and made more rigid. This will reduce the number of train movements and will benefit both the pulilic and the railroads. B. — Santa Fe Alley Spur should be Removed North of Butte Street. This spur, which is over a mile long, is owned jointly l)y the Southern Pacific and the Salt Lake, e.xcejit for about 3.^0 feet near Ilay Street, where the Santa Fe owns 50 per cent and the other two roads 25 per cent each. It was built al)out 1907, apparently to cut oft' the Santa Fe from extending its spurs to the west, and, if such was the case, with tiie present free switch- ing, it has outgrown the competitive conditions under which it was built. .Santa Fe Alley is but 15 feet wide, allowing only standard clearance if there are no projections into the alley. There are such projections (poles, for example), and at present the clearance is impaired in several cases. If the spur is continued in use, it will, in time, become too long to switch. For the present, the portion north of Bay Street could remain until some other way is found to serve three large industries at Atlantic Street. To take care of the other industries served by this track in Santa Fe Alley, in four or five cases spurs from the Santa Fe tracks can be built in accordance with the general scheme of east and west spurs. In several other cases the Santa Fe spurs now serve the industries. For the remainder, the industries do not appear to be sufficiently heavy shippers to justify the retention of the spur to serve them. C. — Macy Street Transfer should be Removed If the rerouting of Southern Pacific-Pacific Electric transfer cars is accomplished, this will no longer be necessary. At present, the right of way is but 14 feet wide — too narrow to allow standard side clearance for cars. D. — The Southern Pacific Spur Track in Alameda Street on the West Side of the Main Line Tracks from First to Jackson Streets should be Moved or Removed. With a freight car standing on this track there is not room for a vehicle to pass between it and a train on the main line tracks. We are advised that this has been the cause of several accidents and the condition is too dan- gerous to continue. For future plans, we concur, as stated, with the greater portion of the recommendations of Messrs. Hamlin, Howell and Storrow. CHAPTER XVII. OUTLINE Present Condiitons Generally Satisfactory Effect of Elimination of Grade Crossings Adjacent to the Los Angeles River Effect of Establishment of Union Passenger Terminal Union Passenger Terminal at the Plaza Union Passenger Terminal at the Santa Fe Site Union Passenger Terminal at the Southern Pacific Site Establishment of Union Less-Than-Carload Freight Station Branch Freight Stations Not Recommended Union Freight Station with Union Passenger Station at the Plaza Union Freight Station with Union Passenger Station at Southern Pacific Site Union Freight Station at Santa Fe Site Union Freight Station Not Recommended, \\'ith Union Passenger Sta- tion at Santa Fe Site Pairing of Southern Pacific and Salt Lake Tracks Between Los Angeles and Colton CHAPTER X\II PROPOSED l.Ml'RO\EMENT IX FRF.Kill T HANDLING PRESENT CONDITION GENERALLY SATISFACTORY It has been noted that the present conditions surrounding the handling of freight in Los Angeles are generally satisfactory to shippers. This fact was brought out in the testimony before the Commission of Mr. F. P. Gregson, the representative of the Associated Jobbers of Los Angeles, representing, as he stated, approximately 75 per cent of the shippers. Mr. Gregson was practically the only witness who touched upon this subject from the shippers' side. It will be well to quote some of his testimony since it deals with one of the most important suljjects of this report: "....In receiving of cars we have possibly an ideal condition and we have also an idea! situation. I know of no other city so ideally situated as Los Angeles, from a track situation. First you must understand that all transcontinental roads today have absolute access, unrestricted and untram- meled access to each other's side tracks. That is, a merchant located upon the Southern Pacific tracks upon Alameda, and I might say that when I say .\lameda Street I refer to Central .Avenue and San Pedro Street — no refer- ence is made to those streets in the fish bone, or near it — simply to Ala- meda. Now, if the Santa Fe transports a car from Chicago consigned to a merchant on the Southern Pacific road at Los .Angeles, that merchant has this car delivered to him upon the Southern Pacific tracks under the same conditions as he would if it was located on the Santa Fe, and that obtains also with the Southern Pacific and the Salt Lake, as well as the Santa Fe." — (Trans, p. 419) "Commissioner Gordon: .■\re you opposed to any change of traffic con- ditions in Los .-Kngeles, so far as the freight end of it is concerned? "A. Freight end is concerned? "Commissioner Gordon: Do you want everything left as it is now? "A. Xo. we don't — "Commissioner Thelen: .Mr. Gregson. you want some more tracks do you, for freight? "A. Yes, we would like to ask Mr. Sachse to take into consideration the suggestions to be made, always looking toward the economic handling of freight tf> the city, to the depots, and the interchange that we now have." — (trans, p. 423 1 " 1 want this Commission to understand our commercial proposi- tion, that we don't want to be squeezed on .Alameda Street between any two rival real estate propositions or between any two institutions in Los Angeles. We want a free and untrammeled right, as we have now, and we don't want the situation disturbed, only to make it better for us by the elim- ination of the trains on .-\lameda Street." — (trans, p. 424) With iiarticular reference to Alameda Street Mr. Gregson said further: "Along .\lameda Street we have large jobbing houses and manufacturers immediately located upon the street, and others served from ,Mameda Street upon laterals both east and west. Vou might say that .Alameda Street is fHE JOHN RANDOLPH HAYNES AND DORA HAYNES FOUNDATION LIBRARY LOS ANGELES, - - CALIFORNIA 452 Los Angeles Terminal Investigation- the very heart artery of the industrial section of Los Angeles. Now, the in- dustrial section, briefly speaking, of Los Angeles is east of Los Angeles Street, inclusive of that street, and west of the bluff, what is known as the Boyle Heights Bluft. There wc are confined within that district— I am not speaking altogether of a jobbing proposition, but as to industries of certain kinds — we are forbidden to go beyond those lines and the history of the job- bing center and jobbing street of Los Angeles is briefly this: In the early days we were located upon what is known as Los Angeles Street. Los An- geles Street served our purpose for years and years, but we were practically driven off of Los Angeles Street on account of the congestion created by the advent of the Pacific Electric from Aliso Street travelling up Los Angeles Street. When that railroad appeared upon Los Angeles Street, when we would back up our trucks to our door and we had only one way to get our freight out, and that was through the front entrance of the door, and we were rather crudely erected in those days. That created a congestion there that was unbearable. We then set up a more economic handling of our business and we went to Alameda Street, thinking we were fully protected by the ordinances that had been passed by the city. We have constructed on Ala- meda Street, at a cost of millions of dollars, large houses, concrete houses, and we have now constructed them with a number of objects, first, the object of relieving the congestion upon the streets, that is to say, that we may load and unload our teams from some point not upon the street as we did upon Los Angeles Street, so a great many of our houses now have provided them- selves with arcades and sidings, places where the teams back in and load without any obstruction upon the street, leaving the street entirely clear to the pedestrians and railroads. As far as side tracks are concerned, we have — we are doing that today and have been for some time — have our tracks upon private property and in an arcade or within an arcade. So there we have our business located so that we are not a nuisance and so that we don't in- trude upon anybody. "While Mr. Storrow and Mr. Howell have pointed out to you possible nuisances and the necessity of reconstruction of railroads, they have left out a most important part that goes with a reconstruction, and that is relief of the congestion upon the streets of Los Angeles, and the best manner of hand- ling that business from your wholesale houses and your retail houses. Upon Alameda Street you will see it is a very important artery. We can reach out in all directions from the wholesale houses and from the manufacturing places with our auto trucks going upon the streets that are not constructed in the jobbing district, utilizing convenient points in the city and making economical deliveries to consignees Now, in the early days, we might say in less than half a decade, the wholesale jobbing business, or 60 per cent of it, was located north of First Street, upon First and north of First Street. Now. that situation has been entirely reversed. It IS upon First and going south. So you see that Alameda Street is an extremely important street to us. Now, we contend this, that either plan, may it be the north or the south end, that as one of its objects it must have the elimination of the train service upon that street, will satisfy every- body who are now complaining, and for this reason: We are perfectly willing to submit to our delivery upon the street either at night or any hours the Commission may so designate, but we want the Commission to bear in mind this, and when I say this particular thing, it is an entire objection to Mr. Howell's scheme or Mr. Storrow's scheme as to a freight proposition. That any scheme that is thought of — and I am now speaking especially of our friends here, the engineers — that any scheme that is thought of must be Proposed Impro\ement in Freight Hanoi. ixc; 453 that of an economic reception of cars and the forwarding of cars. Bear in mind at this time that we are here making drives to load and unload cars within a reasonable hour. Under our present situation our merchants are unloading cars within IS minutes and ready to give them l)ack to the car- riers. That would not be possible and could not be under a belt line. That could not be possible under this fish bone proposition that we have before us and it could not be possible under any system of union terminal. Belt Line railroads are one of the curses of the country when it comes to the economic handling and the quick dispatch of cars." — (trans, p. 417) The adoption of recommendations in this report for tiic elimination of grade crossings and the establishment of a union passenger terminal will somewhat disturb these satisfactory conditions and it is our purpose to sub- stitute at least equally satisfactory facilities, and perhaps better ones. The main items we have to deal with refer to carload switching, to industrial tracks and to the location of the less than carload freight stations. The subject of rerouting of freight has already been discussed in connec- tion with .\laineda Street a:radc crossings. (Chapter \T1I.) Effect of Elimination of Grade Crossings Adjacent to the Los Angeles River The depression of the Santa Fe and Salt Lake tracks along the Los Angeles River from North Broadway to Butte Street, and the construction of viaducts carr\-ing these streets across these tracks and across the Los Angeles River have very little effect on the handling of freight in Los An- geles provided that present passenger and freight depots are not interfered with and remain as they are. Recommendations, of course, are made by us, changing both freight and passenger facilities, but in order to maintain the general system of this report, the recommendations on the union passenger station and joint freight station will be ignored for the moment and the effect of grade crossing elimination alone will be dealt with. As far as the Southern Pacific is concerned, there will n.it be any effect whatever on freight handling caused by this track depression, that is. simple depression of existing tracks uncomplicated by a union passenger or freight station, or both. The Santa Fe freight business will, however, be affected to some extent. Some of the industry tracks which branch out from the river tracks will have to be rebuilt for short distances in order to provide satisfactory rates of grade. The freight yard alo; g the river between First and Seventh Streets would have to be regraded at both ends, but the grades which could be established would not affect the haulage of freight. The Santa Fe-Pacitic Electric transfer track, located at Aliso Street on the River, would have to be done away with, as the tracks of the two roads would be different in elevation bv some 25 feet at this point. This transfer facility would cither have to be provided for by the construction of a track along the southerly side of Aliso Street easterly from Keller Street and connected by a curve with the present Santa Fe line just south of Aliso Street: or the Salt Lake. 454 Los An(;eles Terminal Investigation as outlined elsewhere, could handle Pacific Electric cars from the eastern division from Elliott Street to Butte Street and Santa Fe Avenue, where they could be exchanged with the Santa Fe. Switching in the Salt Lake yard will he improved by the depression of the river tracks. The ladder tracks used in switching in the yard now descend sharply from Seventh Street to the north, causing considerable dam age to cars when they are switched, by reason of too great velocity acquired. With the depressed tracks, this switching lead can be installed on a better grade. The Pacific Electric freight business will not be atifected by the de- pression of the river tracks, except as noted with regard to the Santa Fe- Pacific Electric transfer track at Aliso Street. Effect of the Establishment of a Union Passenger Terminal Union Passenger Terminal at the Plaza The establishment of a union passenger terminal as recommended by us will be serious in its effect on the Southern Pacific. The site of the depot yard cutting across Alameda Street, as it does, isolates the present less-than-carload freight station, and the establishment of a coach yard at the site of the present Southern Pacific main freight yard will force the construction of a new yard. This new yard would, in all probability, be built at the site of the present Southern Pacific new classification vard along the San Fernando Road (this is our recommendation). Sufficient land has already been acquired for this purpose and plans have already been drawn. The con- struction of a connecting track between the depot yard of the union pas- senger station and the proposed site of the coach yard will make it impos- sible to handle the cars in and out of the freight station and will necessitate moving the freight station elsewhere. This facility is now almost in- adequate. The Southern Pacific holds several pieces of land which might, at first thought, be used for a freight station. The Macy Street team yard site, at Macy and Alameda Streets, is too small. The site of the present Arcade Station, while large enough, is out of the question because of the increase in traffic on Alameda Street brought about by switching in and out of the freight station. ' The Los Angeles Public Market Company property along Sixth and Alameda Streets is large enough and might possibly be used for this purpose. The principal objection to this site is that grade crossings would result on approach tracks at Mateo Street and Santa Fe Avenue, and also at Mill, Imperial and Mesquit Streets. The present Southern Pacific coach yard is also large enough, the principal objection to the use of this location being the same as those for the Los Angeles Public Market Com- Proposed Improvement in Freight Handling 455 pany property, except that in this case there is more travel on the streets to be crossed. Lastly, if a union less than carload freight terminal is estab- lished at the Santa Fe site, the Southern Pacific will find relief in the use of such a station. With a passenger terminal at the Plaza, the west bank of the river will be left free for freight switching and the possible construction of trackage branching out from the Santa Fe will make it possible to switch such indus- tries between Macy and Seventh Streets without using the present tracks on Alameda Street, except between the principal cross streets. Union Passenger Terminal at the Santa Fe Site If such a facility should be established, the principal effect on the handling of freight would he the necessity of the construction of a freight yard for the Santa Fe and the elimination of switching from Alameda Street. The Santa Fe has, however, acquired a site of 100 acres near Ilobart, which could be used for a freight yard and, in fact, was acquired for that purpose. If all of the Los Angeles passenger traffic were handled along the west bank of the river, there is the possibility of interference with the freight business which has developed on trackage extending westerly. The passenger train and light engine movements would be so frequent that the number of switch engines required to handle the industrial switching wo\ild have to be in- creased. This would increase the operating cost — an increase which would go on year after year. It will be noted that in the plan for the union passenger terminal at the Santa Fe site, provision has been made for the enlargement of the Santa Fe less than carload freight station at some time in the future, and it may be noted in passing that this arrangement would give the Santa F"e ample room for the future expansion of its less than carload freight station. The Southern Pacific could continue to use its present freight station at College and Alameda Streets and would have more yard available for switch- ing if the new classification yard along the San Fernando Road were constructed. The Salt Lake could establish its proposed freight terminal along Ala- meda Street near Eighth Street, as contemplated in .application 3037. The Pacific Electric freight business would not be affected by the Santa Fe plan and would continue to use its present facilities, modified, of course, by future necessities. Union Passenger Terminal at the Southern Pacific Site ^\'ith this ])lan. the new freight yard along the San Fernando Road would ultimately be constructed, as is also recommended by us for the Plaza plan. The present freight yard could be used until such time as the 456 Los Angeles Tekmixal Investigation completion of the new yard proves advisable. The Southern Pacific would not be forced to discontinue its freight station, but since it is inadequate, we are recommending that it lie abandoned. The Southern Pacific would use the union freight station, which, as part of the Southern Pacific (as well as of the Plaza plan), we are recommending at the Santa Fe site. Under these conditions the site of the present Southern Pacific freight station would be used for a team yard. The effect on the handling of freight on the Santa Fe with a union passenger station at the Southern Pacific site would be the same as if the Santa Fe tracks along the river were simply depressed if we did not recom- mend, as part of the Southern Pacific plan, a union freight station at the Santa Fe site. Under this condition the effect on Santa Fe freight handling would be the same as under the Plaza plan discussed above. This consists of a new freight yard for the Santa Fe east of Hobart. Under the Southern Pacific plan the Salt Lake freight yard would re- quire remodelling to take care of the new passenger tracks and coach yard. It would, however, be continued in its present use. The Salt Lake freight station would be abandoned, this road also to use the joint freight station at the Santa Fe site. The Southern Pacific plan has no particular efl:'ect on the Pacific Electric freight business, except, as part of the plan we would recommend that the latter road transfer its less than carload freight business to the proposed union freight station at the Santa Fe site along with that of the three steam roads. ESTABLISHMENT OF UNION LESS THAN CARLOAD FREIGHT STATION Branch Freight Stations Not Recommended During the hearings in these consolidated cases held before the Com- mission, the establishment of several less than carload freight stations throughout the city was advocated, particularly by Chief Engineer Howell of the Board of Public Utilities of the City of Los Angeles and by Mr. Samuel Storrow, witness for the Central Development Association. This plan proposes that branch freight stations be established in different parts of the city so that the wagon haul of the shipper would be reduced and shippers would use the station nearest to their places of business. We are not in fa^or of this plan. The principal objection to it is the loss of time and we are of the opinion that this is of more importance to the majority of Los Angeles shippers than the length of haul. The loss of time comes about in this way: If there were four such package freight stations, consignments for one jjoint might be made at all of them. These shipments would be placed in cars at the four stations and taken to one I'ROl'OSICU I.MI'KcniiMKNT IX FuKIGIIT Hakdi.ing 457 central station, where they would have to be unloaded, transferred around the sheds until the car or cars for destination were reached. The freight houses now close for the receipt of freight at 4 P. M., but the cars are not ready to be removed from the station until at least two hours later, and, under normal conditions, these trains leave the city before midnight. Transferring this freight i)icked up at the branch stations, would consume several hours more, and since it is absolutely necessary tu afford the shipper prompt service, the adoption of this plan would probably result in many delays of twenty-four hours in the delivery of less than carload freight, since trains could not be held for all of the cars from the sub-stations. Of course, it is possible that solid cars for different points woulcf at times be accumulated at these branch stations, but this would not be the rule. The principal less than carload (jntlxmnd freight is destined for pcnnts in Southern California and in the northern part of the San Joaquin Valley. With the former, time competition with auto trucks must be met and in the case of the latter territory, I.os Angeles competes with San Francisco and an early delivery is essential. It is also possible to expedite the handling of cars from the sub-stations, but as this is expensive, too much reliance cannot be placed in such performance. The district in which the majority of such shipments originates is onlv approximately 4 miles north and south, and the average haul, therefore, cannot be over 2 miles. Furthermore, this district will in all probability remain about the same size and in the same location. ])articularly if a union less than carload freight station is established at the .Santa l'"e site. This would tend to stabilize the jobbing district and there is plenty of room for develo])ment, due to the present vacant areas and the areas now used for lower classes of occupation. This stabilization is a good thing for the shipper as well as for the rail- roads: Property values are established and become of greater value as ,i credit asset, haul is reduced and the concentration of one class of business in one district is a great convenience to the many people who are concerned with this phase of industry. At present the trucking and drayage companies in I.os Angeles make the same charge for drayage to the Southern Pacific, the Santa Fe and the Salt Lake freight stations, although the haul to the Southern Pacific is considerably further since the station is located at one end of the jobbing district and the haul is all one way. We are advised by the draymen that the cost of drayage depends not so much upon the distance as upon the time consumed in loading and unloading and tli.it the establishment of a union freight station would reduce the drayage charges, other things being equal. This, of course, is very important. A large part of the draying is done by twohorse teams and large low trucks. This method is holding its own over the motor truck for the reason that, in spite of the high price 43 Fio, 1TB. pnf»POe noted, follows very closely the ]_)lan of the present Santa Fe freight station. The width of the houses is about the same ; the arrangement of the trackage, with transfer platforms between, is also along the same lines. Similarly the use of electric tractors and special trailing trucks is contemplated as is also the construction of lift bridges crossing the trackage between the adjacent houses and raised trackways crossing the southwesterly ends of the driveways. The use of tractors and trailers reduces what has always been considered an extremely objectionable feature of a large freight terminal, i. e., the difficulty of transferring freight between sheds which are not adjacent. The tise of lift bridges across the tracks between sheds and truckways at the far end of the driveways will allow a tractor to transfer freight from any one shed to any other one and would do away with the use of transfer cars, which are always necessary at the larger freight stations and which are necessary in Los Angeles between the stations of the above roads. \Miether the railroads ultimately are to be owned by the government or whether they remain in private control, there is little, we believe, that can be said against the establishment of such a station. It seems desirable here to go somewhat into the proposed operation of the sheds. It is pro- posed that a dray, loaded 'with different shipments for different places, will deposit its load at one place. Here it will be weighed and the shipments will be segregated to destinations and placed on trucks which, at short intervals, will be gathered into truck-trains by the tractors and taken to the cars. This would indicate the possibility of too long a tractor haul. This can be overcome by more or less regional assignment of the sheds. If the railroads return to private control, the assignment of space can be made on the basis of requirement. While this would require a drayman to unload at different points, it surely would be an improvement over the piactice of taking part loads to several widely separated locations. Transfer of all freight destined to a point on another carrier's line could be made between the various sheds without the use of cars, the freight being hauled Proposed Improvement ix Frkk.ih II.\m)i.i.\(; 461 across the lift bridges and trackways at the southerly end of the sheds. As shown in Fig. 175 (see page 459), the areas and capacity fur cars and teams provided in the plan are as follnws: PROPOSED UNION LESS THAN CARLOAD FREIGHT FACILITIES SANTA FE SITE Area — square feet Car Team Freight Transfer Capacity Frontage Item House *PlatforTns Car — 43' Lin. Ft. Freight Houses .'\ & B (Dwa. 8-20) II.^.OSO 37.7(6 \A'J 2.040 •• C & D ■■ 113,344 29,700 153 1,860 " E & F ■• 104,917 27,000 139 1,750 G & H •■ 83,626 26,035 127 1,587 Total New 416,967 120,500 568 7,237 Present Santa Fe 102,000 30,876 170 2,203 Total Ultimate 518,967 151.376 738 9,440 Present Southern Pacific and Salt Lake 215,941 30,876 324 4,337 Increase 303,026 120,500 414 5,103 Increase 14091- 390% 128% 118% *First floor of sheds only; uncovered platforms not included. This ph\n will provide for 140 per cent increase over the present area of sheds and 118 per cent over the present area of sheds and platforms of all kinds, except transfer platforms. \Vhile undnulitedly objection will be directed against the establish- ment of such a station (for competitive reasons, principally) we are satis- fied that the plan is sound and that while it may be improved in detail, there is no valid objection which should prevent the consummation of the scheme as a whole. Having in mind the congestion which occurs at closing time, we have paid particular attention to the frontage available for teams. Our plan will certainly create conditions as satisfactory as any that can be obtained and far better than those that exist at present at the Southern Pacific station. The car capacity has also been studied and the arrangement of tracks is designed to give sufhcient trackage for all the cars necessary. Another feature not to be overlooked is the facility with which the house tracks may be switched. With this in view, the trackage, as shown, provides sufficient length of drill track so that an engine can pull all cars along one track at any of the yards without fouling switching operations going on at another yard. The southern portion of the buildings are shown as open sheds, and against the end of these sheds several tracks have been brought for the unloading of automobiles and other freight in end-opening cars. 462 Los Angeles Terminal Investigation It is further assumed that the operation of this station would begin with the transfer of cars from the classification yards north and south of the city to the yard. This movement is in the nature of transfer service to be pel formed by heavy switch engines, and the trackage proposed has been laid out v/ith this in mind. Table No. XIX shows the estimated cost of the buildings as shown in Fig. 175 (see page 459). It will be noted that this table is arranged and subdivided for different steps of construction. The first step includes the construction of buildings A and B. At present the Southern Pacific and Salt Lake have 238,131 square feet without transfer platforms, or 269,774 square feet with transfer platforms, which should be ample for the present. While this latter figure is smaller than that of the combined area of the present Southern Pacific and Salt Lake sheds, we call attention t(j the fact that the Salt Lake has at present more room than is necessary and the space at the Southern Pacific is not well arranged. It is estimated that these four build- ings, including the two-story front office portion, the transfer platforms be- tween the buildings and the lift bridges, would cost as follows: ESTIMATED COST OF BUILDINGS AND DRIVEWAYS PROPOSED UNION L. C. L. FREIGHT STATION AT SANTA FE SITE Area Sheds Only Step 1, Sheds A & B 119.480 sq. ft. " 2 " C & D 109.388 " " " 3 " E & F 102.486 " " " 4 •• G & H 92.046 ■■ " Fireproof Wood Roof Roof Class A Class C $496,443 $471,568 422,242 399.511 657,340 621,003 352,481 i33,275 Totals 423,400 '• " $1,928,506 $1,825,357 Difference $103,149 The buildmgs. as estimated, are of the same construction, except the roofs, and all are 60 feet in width, but of varying lengths, and follow closely the design and aijpointments of the present Santa Fe outbound freight yard. The cost of removing the present trackage, buildings and facilities and compensation for carrier and private facilities abandoned is also a part of the cost of establishing the statioiL The total cost is estimated as follows : ESTIMATED COST OF UNION L. C. L. FREIGHT STATION SANTA FE SITE (Including Allowance for Contingencies, Engineering, Interest, Legal and General) Grading, etc $ 171,124 Trackage 179,134 Buildings (Class A) and driveways : 1,926,193 Paving, team tracks 98,128 Proposed Improvement in I-'kkigiit II andi.inc, Compensation for Santa Fe facilities al)aiidoned $142,334 Compensation for private facilities abandoned 37,053 179,387 Moving equipment, etc 21 976 Total • $2,575,942 463 Union Freight Station Not Recommended with Union Passenger Station at Santa Fe Site With the establishment of a union passenger station at the Santa Fe site, we havea not recommended the construction of a union freight station. There are several reasons for this. The Santa Fe Union Passenger Plan is proposed along lines of economy of capital expenditure, and the cost of such freight station is about $2,000,000 for buildings alone. A good site is not available and would cost about $1,000,000 more, and the u.se of p-esent carrier-owned land fur such a purpose would introduce exactly the grade crossing situation that this report seeks to ameliorate. The Los Angeles Public Market Comi)any"s site is hardly large enough and the approach tracks v.ould cross too many streets where it is not feasible to separaic the grades. 'J'he present Scjiithern Pacific coach yard cannot be recommended, allliough it would, in this case, be possible to construct a station and, Ijy closing Wilson Street, depressing Mateo Street 9 feet and Santa Fe Avenue S feet, and by elevating the tracks, to avoid any grade crossings on the approaches. It does not appear possible, however, to find LOS ANGELES & SALT LAKE RAILROAD M)OPO5C0 rOElCtHT VA(U) CONNECTION rRO« BUTTE 5T TO MUNTCR ST Kriiin I.'is AiJ^flfs aii.l Salt Lake K.H. FIG 17(1 PHOl'OSED FHKIGHT VAHl) AM> COX .MJITIOX I-H<»>1 HI TTK STUKKT TO Hl'.XTKK STKEKT This man slinws the I. (' I- friislit teniiinal site on Alameda Street between Elglith ami Hunter Streets' acMiiiired in reitiit years by tlie I^os .\ngeles & Salt I^k Railroad, and tlie proposed connection \vitli the Butte Street tracks. Permiss-on to make this connection was aslted of the Commission on .M>i>lication 3037. We recommend that the app'kallon be denied and the site be used tor a team yard 46-1- Los Angeles Terminal Investigation here eiioagh space. 'Jlie operating conditions, moreover, on the approaches — • particularly with a union passenger station at the Santa Fe site — would be so bad that we canjiot recommend this location. The site purchased by the Salt Lake along Alameda Street between Hunter and Eighth Streets, has possibilities. The approach tracks would cross but one important street — Ninth Street — and nearly all of the land necessary is already railroad owned and is vacant. After some study we have decided that while the Salt Lake traffic alone could be handled across Ninth Street at grade, the combined traffic of the four roads would be too heavv even at this time, to say nothing of the future. It is also not feasible to separate liie grades of Ninth Street and the approach tracks. PAIRING OF SOUTHERN PACIFIC AND SALT LAKE TRACKS BETWEEN LOS ANGELES AND COLTON In our "Reiiort on Immediate Unification and More Economical Opera- tion of Railroad? with Resulting Betterment of Grade Crossing Conditions in Los Angeles and Vicinity," dated August, 1918, the following recom- mendation was made : "It is agreed by the engineers of the Southern Pacific and the Salt Lake and of the Commission that all traffic on Southern Pacific and Salt Lake tracks between Colton and Los Angeles can best be handled as an east and west double-track proposition. Their recommendation is to make eastbound track the Salt Lake Line from Los Angeles to Ontario and the Southern Pacific from Ontario to Colton; and to make westbound track the Salt Lake from Colton to Ontario and the Southern Pacific from Ontario to Los An- geles. This will bring all Salt Lake and Southern Pacific westbound pas- senger and freight trains into Los Angeles over the Southern Pacific Al- hambra Avenue line, and will take out of the city all eastbound business of both lines over the Salt Lake line east of the river via Hobart. The map on page 107 shows profiles, proposed routing and connections. "This arrangement will be an essential factor in the economic operation of any union passenger terminal in Los Angeles. The estimated costs and savings of this plan, according to an estimate made by the engineers of the Southern Pacific and the Salt Lake and checked by us, are as follows: "Estimated Capital Expenditures Pomona New Crossover $ 2,142 Ontario Connecting Tracks and Interlocking 21,527 Colton Track Changes 14,082 Los Angeles (Alhambra Avenue and East Bank of Los Angeles River) Relay Connecting Track and Replace Transfer Facilities 23,051 Cudahy Connecting Track 12,000 Total $72,812 I 466 Los Angeles Terminai- Investigation "Estimated Saving in Operating Expenses Saving Per Month Due to increased train loading $9,284 Due to shorter running time 4,449 Due to fewer relief crews 1,000 Due to fewer station forces 2,000 Due to fewer dispatchers 370 $17,103 Increases Due to additional switch engine 1,800 Interest on new money expended 355 Maintenance of additional connection 200 2,365 Net Saving $14,738 Net Saving per year $176,856 "This simple arrangement, if continued in the future (and I can see no reason why it should not be continued under Federal or private operation), will be equal to a capitalized saving, at 5 per cent of over three and one half (3J4) million dollars. This sum is far greater than the total capital outlay required for the immediate terminal unification in Los Angeles. "It should be here noted that this plan contemplates quite an important change in the handling of Southern Pacific through freight between Los Angeles and Los Angeles Harbor. It is proposed that all freight trains in leaving Los Angeles will leave the Upper Yard; back around the curve on Redondo Street with a switch engine on the rear end, and proceed along Alhambra Avenue to and beyond the Los Angeles River. The train would then transfer to the Salt Lake tracks by means of the present connection at this point; use the Salt Lake tracks on the east bank of the river to Hobart and transfer to the San Pedro branch of the Salt Lake which would be fol- lowed to Cudahy. At this point a connecting track with the Southern Pacific Anaheim branch would be constructed. These trains would then pass around this connecting track, proceed to Florence, and then turn south to the har- bor. Movements in the opposite direction would simply be a reverse of the above. This will be taken up later under a discussion of the freight situation." In the supplemental report on the same subject, dated January 15, 1919, this recommendation was repeated. The report dated January 15, 1919, of the engineers representing the federally controlled railroads entering Los Angeles and made a part of our supplemental report, also recommended the pairing of tracks between Los Angeles and Colton, as outlined above, but the estimate of capital expenditure necessary was changed to $136,812 instead of $72,812, as previously estimated, and the net saving per year was estimated at $173,028 instead of $176,856. Their recommendation was made with the proviso that "satisfactory arrangements are first made to take care of Salt Lake passenger traffic on the west side of the Los Angeles River." This deiT.and is now met, it will be noted, if the recommendations in the present report arc adopted. The plan of operation as proposed for temporary unification was some- what different from the plan which accompanies our recommendations for Proposiiu I.\ii'Kovemi:nt i.\ lM are also of the opinion that with a tactful and efficient handling of the matter, and with the benefits that will accrue to private property properly understood by private owners, it will be possible to secure a considerable portion, if not all. of the private lands required in the fcirm of donations, proDerly safeguarded and removed from private speculation. When the present railroad situation, under strict regulation, as we find it, and indeed devoted almost exclusively to the service of the public, is compared with the conditions of by-gone days such as have been sketched in Chapter III of this report, it must be evident to all fair-minded people that an arrangement such as the one suggested is just and to the ultimate interests of all concerned. The real estate investigation comprised a more or less general appraisal of the entire industrial district of the City, with particular study of railroad lands and private lands which might become necessary in any of the plans under consideration. Real estate totaling upwards of $75,000,000 was appraised during this investigation, aggregating a total area of 100,000,000 square feet (2300 acres). The large extent of this work would not permit us to pursue our usual method of obtaining the opinion of various reliable informants, and it was necessary to take verv material short-cuts in compiling our information in order to arrive at reliable results with the expenditure of the least amount of time. Use was made of all possible sources of information. Among the more important data available to us was the entire appraisal of the Joint Bureau of Appraisal made in 1915. \\'e used this appraisal to very good advantage. We were also furnished by the railrrpads appraisals covering their lands in the district, together with an amount of underlying data making up their appraisals. We also had access to certain appraisals of railroad lands made by this department and by others. Much of this data is in controversy before the Interstate Commerce Commission and we were asked to consider such information as executive and confidential. We have also on file a very considerable amount of information per- taining to the Los Angeles industrial district which has been accumulated through the valuation of the properties of the Los Angeles Gas and Electric Corporation and of the Los Angeles Railwav Corporation. All this information, together with the information that it was possible to obtain without making public the trend of our final recommendations, furnished sufficient data for a fair, reliable and well balanced appraisal of all lands involved. Rkaf. Estati-: Stidii-.s 473 HISTORICAL DISCUSSION Trend of City Development The develoi.meiu of the City of Los Angeles has been at such a re- markable pace (lurinjr recent years that there has been a rai)i(l shifting of business, industrial and residence districts. The result of the sudden ex- pansion has been the creation of a number of prospective permanent loca- tions, \vith the owners of properties in each of these sections jealouslv watching any development which may in any way influence the desirability of their particular district. The result is that the down-town district is divided into several active and antagonistic factions. .As a matter of fact, the growth of the City is so certain, and its development will necessarily be so extensive, thai all factions will be taken care of if they are only satis- tied to abide by the natural and normal development. Business Development The business dcvclo])ment of the City of Los Angeles has seen some rather remarkable changes. This business development has progressed from the original center at First Street at the intersections of Broadway, Spring and Main, to its present location at Seventh Street between S])ring and Grand. In early days, the I'laza formed the a.xis around which the business of Los Angeles radiated. From this point, development spread south upon Los Angeles, Main and S])ring Streets, and as time passed, the improve- ments originally erected in this vicinity became out of date or inadequate in size and made necessary the erection of more modern buildings. As the district in the immediate vicinity of the Plaza was already occupied, other locations were promoted and this expansion naturally extended south along Main, Spring and Broadway. This was due to the fact that expansion north of the Plaza encountered natural obstacles. The territorv iminediatelv north of the Plaza was in the early days a portion of the old bed of the Los Angeles River and was undesirable on account of lowness am! the possibility of flooding. It will be noted that at the ])resein time the boundary of the old original river-bed follows the high ground. This is very ap- parent between .Main .-md Los Angeles Streets. The liigh ground formed the original westerly boundary of the river. Another difticulty of the location of early business develpoment was the narrowness of the streets. The obsolescence of the improvements was only one cause of the shifting of the business center. The increase of business and of \ehicular and iicdestrian traflic also invited a change to streets where traffic interference would be as slight as possible. 474 Los Angeles Terminal Investigation Extension of development along: Spring and Broadway in a southerly direction was further accentuated by the hills that rise immediately west of the Plaza. Development gradually grew around the base of these hills and extended over on to Broadway and Hill Street. The natural trend of the City has always been in a southerly direction, principally on account of the two topographical basic reasons. Industrial Development The industrial development of the City has kept pace with its business development. A very rapid increase in the values of lands in the industrial district lying east of Alameda Street, together with the remarkable rate at which these lands have been put to industrial use, has forced industrial concerns requiring any considerable area to seek cheaper locations than can be found in the principal industrial district of Los Angeles. About 1910 this movement first became apparent and from that date to the present time a very steady development has taken place in the cheaper industrial lands in the vicinity of \'ernon. .\s there is practically an unlimited amount of this acreage property which furnishes desirable locations to industries requiring a considerable area, it is reasonable to predict that the present cheap prices will pertain to these properties for a considerable time in the future. The fact that these cheap lands are available and desirable will tend to create a more intensified industrial district east of the business center of Los Angeles due to the gradual elimination of large holdings and the cutting up of these properties into smaller parcels. The territory immediately east of the business district will remain permanently desirable to the smaller class of industrial concerns which re- quire spur track facilities and a location close to the center of the city. The natural growth of the city will probably require the occupancy of all satisfactory lands in that portion of the industrial district close to the business center. Residential Development The residential development of the City of Los Angeles has been very markedly 'in a southwesterly direction. The present high class residential section of the city lies in the Wilshire district along ^^'ilshire Boulevard with the better class of smaller homes bordering on this high class district on both the north and south. Great development has also taken place in the City of Pasadena and in a number of outlying sections within com- muting distance. 'Considerable development of homes of a smaller and less expensive character has occurred in the southerly portion of the city but the permanent and manifest direction of residential development will continue toward the southwest. Residential development east of the Los Angeles River appears at this time practically at a stand-still. Only normal progress residentially will REAr. Estate Studies 475 probably take place east of the river. Elimination of grade crossings will, no doubt, render this property more desirable, but it cannot compete as a permanent residence section with the new territory coming into existence to the south and west. The section east of the river, however, may become very desirable as a district of homes for people emploved in the various industries along the river as its location will be in close proximity to the point of employment. Character of Industrial District Lands The iirincii)al iiuhistrial district of Los Angeles being that portion of the city lying between Main Street on the west and the bluff on the east side of the river on the east and south of North Broadway, comprises the low level lands adjoining to and bisected by the Los Angeles River. This large level section is what was formeriy the old river-bed of the Los Angeles River, subject to all its irregularities and occasional seasonal floods. The river has been confined to a permanent channel, thereby reclaiming all of these at one time annually flooded lands. As the overflowed area was naturally of a level character, it rendered itself immediately adaptable to industrial development. Owing to its flatness and lowness, it was not desirable for residential purposes and its natural use was that of an in- dustrial character. The old original river-bed is very apparent even at the present time. It follows the high ground at the intersection of North Broad- way and the river and extends along the west side, following the high ground along Alameda and Main Streets until this high ground disappears south of Tenth Street. On the east, the bluff is a physical handicap, as in portions of the undeveloped sections is rises to a considerable height above the lower land and has in the past offered considerable detriment to de- velopment upon the east side of the river, rendering the grades rather steep and generally detracting from the desirability of the the district. Industrial Development West of the River Industrial development west of the river is extensive and permanent. The district bounded by North Broadway. Ninth Street. Alameda Street and the river, makes uj) the principal industrial district of the city. In this territory are located ])ractirally all of the business concerns requiring railroad connections and varying in character from small shops occupying one-story buildings to the larger industries such as the Moreland Truck Company and the Oil Well Supply Comjjany. This is the permanent industrial dis- trict of the city and will become more intensely occupied through the gradual development A \ / •f^ 1 .3 11 u^. i r 5 -iH,'. H '«l|iK 31 .■■ 1 ^7 ^ -^ r— ^ K\\\ .%*' .J ^gy r Iggjl^^ .»"T-J- .^— "&^ iJ..'.UO«- u z Qu U o o Q z < X u z o pii w > I— I Pi tn w h-i w O & < w O i-l Q < H u H CO < O M < I-) < o n W H « o !h pq Q Q !=> o pa H o I— t H ?2. g a) 3 « 3 aj PhO PUO (^ tc 01 ■8 s H < < PLH c CJ fl) ■< J3 3 n S Si 3 1* .£"3 P-G 5 1 oc i 2 O 1 § 3 ^ ' en 5 =r. 2 CM CD to s - c-» «o 00 CO C^ CD — O a: O ■5 O cc CO CD 1 CM CO 50 CO 1 •^ !D O i CO s CO 05 Ol 1— W3 ^ -) CO 3 g i CO CM OJ CD 03 CD g CO f 1 C-. i CD O CO CD 1 i i - " ^ rt « rt «< S^^ IS z ^ ■= .a rr: <: (X. S < fc. aj MWO OAOfia '/ TAvmq OfiJIAff AM»3q y iiOqfyOT ^MAOAV 4S1. --;i *«-*■■ "f ^^ 482 Los Angeles Terminal Investigation MAGNITUDE OF RAILROAD HOLDINGS There is shown upon the Land Index Map, Fig-. 180 (see page 487), approximately 6,000 acres of land. Of this amount, 1284 acres (21 per cent) are in public utility ownership and 1134 acres (19 per cent) are railroad owned and controlled. The various holdings with the appraised values by this department are shown below : PUBLIC UTILITY LANDS IN INDUSTRIAL DISTRICT Area in Value by Company Acres Engineering Department Southern Pacific 555.6 $11,405,490 Santa Fe 199.9 9,218,510 Salt Lake 271.4 4,315,003 Pacific Electric 106.6 6,574,349 Total 1,133.5 $31,513,352 L. A. Ry. (Incl. H. L. & L Co.) 124.7 L. A. Gas & Elec. Corp 17.9 So. Cal. Gas Co 8.2 Grand Total 1.284.3 It should be understood that wherever general land appraisal figures (made by this department) are shown, the valuation was made by methods discussed in the first portion of this chapter. Such figures are included in the report as a general index of the magnitude of interests involved rather than a determination or expression of opinion of the actual present day market value of such holdings. This is true of general land valuation figures. In cases where we have made estimates of costs or values of lands actually required in any of our different plans, it is our opinion that the real estate estimates, as other classes of estimates, represent actual and fair costs and values. Following are four tables showing the areas and values by the engineer- ing department of the holdings of the three transcontinental steam roads together with tentative figures for the properties of the Pacific Electric : Real Estate Sti- IJIES 483 AREAS AND VALUES BY ENGINEERING DEPARTMENT SOUTHERN PACIFIC COMPANY LAND HOLDINGS IN INDUSTRIAL DISTRICT, LOS ANGELES AS SHOWN ON "LAND INDEX MAP" Index Map, Parcel No S. p. 1 S. p. 9 S. p. 3 S. p. 4 S. p. S. p. (i S. p. 7 S. p. 8 s. p. 9 s. p. 10 s. p. 11 s. p. 12 s p. 13 s. p. 14 s. p. 15 s. p. 16 s. p. 17 s. p. 18 s. p. 19 s. p. 20 s. p. 21 s. p. 22 s. p. 23 S. p. 24 Area. LS(|uai<' Location of Section Veet Xpw North Yards— Station 883-ff50 to East 12,249,595 Bank Los Angeles River 30,300 Midway Yards 310,561 River Station Yards 2.110.960 Frcitiht Yard Site 328.572 R. \V. — River and Alhambra Avenue 55.714 Non-carrier — Gibbons Street and Alhambra ,')3..')7.S Shop Yards 5.473,604 Mac V Street Team Yards 340,813 R. \V.— Macy Team Yard to Lyon Street 14,462 Jackson Street Spur 21,258 " Corner Alameda and Jackson 4,312 " Ferguson Alley to First Street 120.705 " ,\lameda to Los Angeles 87,992 Arcade Team Yard 85,508 Arca70 94.023 2 38 223,983 S3.G64 2.50 209,100 9(il ,000 2.39 2,29G„500 59.082 1 25 73..8.52 121.095 (.-) 90,H21 97,010 .50 48.505 218.790 .50 109.395 291.334 .40 llfi..534 74,400 .•25 18,600 111,900 25 27.975 3r).r>oo 20 7.. 320 117.730 21 24.723 .38,2.50 25 9.563 241.f)40 224 .54,127 58,400 1 70 102,736 33.305 fiO 19,983 2(i2.899 .25 65,725 1,4.50,265 .093 135,200 4,645,238 1.41 $6,574,349 486 Los Angeles Terminal Investigation AREAS AND VALUES BY ENGINEERING DEPARTMENT LOS ANGELES AND SALT LAKE LAND HOLDINGS IN INDUSTRIAL DISTRICT, LOS ANGELES AS SHOWN ON "LAND INDEX MAP" Indt -X Map, P arcel No S. L. 1 S. L. o s. L. 3 s. L. ■1 s. L. 5 s. L. 6 s. L. 7 s. L. 8 s. L. 9 s. L. 10 K. L. 11 s. L. 12 s. L. 13 s. L. 14 s. L. 15 s. L. l(i s. L. 17 s. L. 18 s. L. 19 s. L. 20 s. L. 21 s. L. 22 s. L. 23 s. L. 24 s. L. 25 s. L. 26 s. L. 27 s. L. 28 s. L. 29 Location of Section Arroyo Scco Gravel Pit R. \V.— Artesca to Hoff Sts " Hoft" St. to Downey Ave. (North Spring). " North Spring (Downey Ave.) to North Main " North Main to Alhambra Ave " Alhambra Ave. to Macy St " Macy to Aliso Sts Yards — Aliso to First Sts " and Shop Site — First to Fourth Sts " Fourth to Seventh Sts , . " (Future) Seventh to HoUenbeck (Future) HoUenbeck to Ninth Sts " P'uture) Ninth to Alosta Sts " (Future) Alosta, River, Soto St " (Futu:e) South of Alosta and East of Soto St ^ R. W. — Across Los Angeles River Along Butte St.— River to Harriet St ... . " " " " Harriet to Minerva " " " " Minerva to Santa Fe Ave. " (Butte St. extended) Santa Fe to Alameda St New R. W.— Sixteenth to Fifteenth Sts " " Fifteenth to Fourteenth Sts " " Fourteenth to Eleventh Sts Eleventh to Tenth Sts Tenth to Ninth Sts Ninth to Himter St " " Hunter to Enterprise Sts " " Enterprise to Damon Sts Proposed Hunter St. Terminal — Alameda, Wilson, Himter, Alley Total Area, Present Value Square (1918) Feet Unit Total 1,139,796 .075 .$85,484 144,613 .39 56,608 8,738 .40 3,495 210,066 .40 84,373 110,992 .41 45,621 165,.588 .31 51,452 .35,208 .52 18,223 460.171 .57 261,459 2,076,331 .46 949,503 2,521,889 .50 1,255,095 613,828 .516 316,796 984,280 .27 263,997 234,724 .16 38,094 1,033.678 .057 59,325 720,439 .046 33,078 15,945 .05 797 60,340 .175 10,559 90,454 .225 20,352 114,376 ,33 38,038 162,043 .20 32,550 49,600 .30 14,880 143,800 .29 42,260 20,000 .20 4,000 .38,8.37 .25 9,709 10,200 .55 5,485 27,771 .54 15,147 61,223 .75 45,917 25,881 . 10 19,410 542,048 11,822,859 .98 .365 533,296 $4,315,003 fllW »-■-*}» JPXgiiWf 488 Los Angeles Terminal Investk.ation RECENT LARGE DEVELOPMENTS There has been a very considerable development in recent years which has resulted in the absorption of a very large amount of the city's industrial land. Since 1911 a total of 6,500,000 square feet of land has been pur- chasetl bv railroad companies to provide for contemplated development. In 1911. the Southern Pacific Company purchased 2,000,000 square feet of land, completing the acquisition of their New North Yards in the lower end of the San Fernando \'alley, north of the Pigeon Farm. The company now owns a total of 280 acres of land comprising these yards which were purchased in two periods, from 1906- to 1908 and from 1911 to 1913. Between 1912 and 1918 the Hanchett interests, including the Industrial Terminal Railway, acquired upward of 1,500,000 square feet in the district lying east of Alameda and north of Aliso Streets. This property com- prises in ]iart the old Chinese section of the city and is being held for prospective development. The property is either occupied by temporary improvements or is entirely vacant. No advancement has taken place since the first purchase was made. In 1913, the Salt Lake Railroad Company, to provide for future require- ments, purchased over 700,000 square feet of undeveloped land upon the east side of the Los Angeles River south of Seventh Street. This property remains in its original state today as it has not yet come into use. The Santa Fe Railway, in urder to provide additional freight yard facilities, in 1913 purchased 100,000 square feet of land upon Shearer Street one block east of Alameda. This property now has railroad connection and will be put to immediate use. The Pacific Electric Railway, seeing the necessitv for the extension of its elevated tracks from San Pedro to Alameda Street, purchased lands between these streets for right of way use, aggregating 175,000 square feet. These purchases were made in two periods, the larger per cent being pur- chased in 1906-1907, and the more recent purchases occurring in 1913. There are still some of the required properties that have not yet been ac- quired. The largest, most costly and most extensive development that has taken place recently was the acquisition by the Los Angeles Union Terminal Company of all private properties in the O. J- Mairs Tract at Eighth and Central Avenue. A total of 413,534 square feet was purchased from private individuals in 1915 and 1916. In addition to these private purchases, the Terminal Company acquired, through exchange with the Pacific Electric Railway, the former's car-barn site at Seventh Street and Central Avenue. This area amounted to 293,000 square feet, giving the Terminal Company a present area of 800,000 square feet of land. Extensive development has Real Estate Studies 489 occurred upon this property by the construction of modern two and three- story concrete buildings in which has been located a large part of the wholesale produce business of the city. ihc most recent large purchase of industrial lands occurred when the Salt Lake Railroad in 1917 made its purchases for the proposed Hunter Street Terminal, located on Hunter Street east of and fronting on Alameda Street. These purchases provided for a large terminal area approximately 425 feet in width extending from Alameda Street to Lemon Street, with a right of way extending from the east end of the property to connection with existing Salt Lake tracks at Butte Street. No development has yet taken place on this property outside of the clearing of the land. PROBABLE FUTURE DEVELOPMENT Business The growth of the city has been sketched in Chapter HI of this report. It may lie well, however, even at the risk of repetition to deal with this subject once more from the point of view of our real estate studies. The original center of the City of Los Angeles was around the old plaza. E.xpansion has gradually forced this center south and west. From the plaza, there was a move to F'irst and Spring: from there to Fifth and Spring; and from there to Seventh and Broadway. This is the present shopping center of the city. .Around this center a large area of flat land is adaptable to business purposes. This fact creates the opportunity for the widening of the business belt, so that at the present time this district is undergoing an ex])ansion in a westerly as well as a southerly direction. The center of the financial district at first coincided with the center of the shopping district. Later, when the latter district moved south on Broadwav, the financial district remained on Spring Street. At the present time its center is at Sixth and Spring Streets. The development of the main business district of Los .\ngeles within the course of a normal life will probably be confined to the territory bounded bv Main. Pico, Figueroa, Sixth, Hill and First Streets. Industrial The main industrial development of Los .Angeles will likely be in a southerly direction and will be confined to the territory east of Alameda Street from North Broadway to Seventh Street and continuing southerly into the large area of flat lands adaptable to development in the vicinity of \ernon. All of the industries requiring a large amount of land will probably be ultimatelv located south of the present city limits in the City ..f \'.rnon. 490 Los Anxeles Terminal Investigation- The character of these hinds renders them immediately desirable to in- dustries requiring large areas, since they are in close proximity to a resi- dential section particularly adapted to less expensive homes. Among the chief advantages of this section are the adequate trans- portation facilities now available and the large flat areas uncut by streets and ready for the immediate establishment of all classes of large industrial concerns. The present industrial district has a tendency to parallel the Los An- geles River. The main business streets of Los Angeles deviate from the general direction of the river, and therefore from the industrial district at approximately an angle of 45 degrees. Therefore, the further south the industrial district extends, the further away it will be from the business center. This fact makes it apparent that in order to serve the business district adequately, industries must at some future date locate west of Alameda Street. At the present time, Alameda Street practically forms the western boundary of spur tracks. This is very satisfactory in the present con- dition of the city in that the distance between the business district and the industrial district is not so great as to cause inconvenience. But, as men- tioned above, the entire business district is moving southward and through this movement a genera! divergence takes place between these two districts. \\'e believe, therefore, that one of the developments of the future will be the changing of the western boundary of the industrial district from Alameda Street to Central Avenue. We also believe that there will be a demand for spur track facilities south of Sixth Street between Alameda Street and Central Avenue. Residential The future develo])ment of residential propertv will probably continue at a normal rate of growth in its present direction. Effect of Recommendations Our recommendations will af¥ect the future Inisiness and industrial development of the city and, to a lesser extent, the residential development. Speaking of the "business district," a distinction should be made between what might lie termed the "shopping district," the "financial district" and the "general business district" (office buildings, hotels, etc.). The shopping district will not be materially affected in its normal expansion as suggested heretofore. The location of a union terminal at the Plaza will tend to stabilize the financial, office and hotel area in the downtown district and there will be a further effect towards such stabilization by the elimination of grade crossings and the construction of viaducts across the river and Real Estate Studies 491 across the railroad trackage adjacent to the river as proposed in our recom- mendations. Stabilization will be even more affected by the carrying: out of our recommendations with reference to electric rapid transit facilities. especially the construction of a subway on Main Street and the elevated railway near Sixth Street and east of Main Street. While we are satisfied that the carrying out of these recommendations will have such an effect towards stabilization, the continued expansion and growth of the entire downtown business area will not be interfered with and the 1)enefits that we expect will come largely from a stabilization of land and business values in areas that are already within the business district. The industrial district, of course, will be very vitally affected by all of our recommendations, particularly by the ones dealing with the elimina- tion of grade crossings, with Alameda Street and with the spur track situation. It is not necessary to repeat here what these effects in their entirety will be since they have already been discussed at length. Nor will it be necessary to repeat the benefits to all of the interests involved, especially to industrial and business districts. The residential develop- ment will be affected principally on the east side of the Los Angeles River through grade crossing elimination and in a more or less indirect manner in outlying and suburban districts and communities by all of our recom- mendations affecting rapid transit intcrurban service. LAND ESTIMATES FOR VARIOUS PLANS The total estimates for all plans considered in the reports and for all recommendations fall under three general heads: (1) Estimates dealing with union passenger stations. (2) Estimates dealing with improvements in freight handling. (3) Estimates dealing with grade crossing elimination. Into the cost of the plans there enters the question of cost and value of lands. In all of our estimates, lands have been included and treated in the following manner: our estimates of cost include the amount of new monev required and this includes the estimated cost of the acquisition of the necessan,^ lands. As stated heretofore, the cost of acquisition includes in the case of private lands, a certain amount of money over and above the market value of the land, while in the case of railroad and city lands, the market value alone is taken into the estimates. The detailed data on all of these land estimates are available but. as in the case of other estimates, are not reproduced in this report. The item of land estimated is not of controlling importance in con- nection with estimates made for grade crossing elimination and for im- provement in the handling of freight. Costs of lands are of very great importance, however, and may possibly become the controlling factor in 492 Los Angeles Terminal Investigation connection with the plans for a union passenger terminal. It is for this reason that there is given in this chapter considerable detail on the real estate entering into the various passenger terminal plans. Special land studies were made for each of the following union passenger terminal plans: (a) Southern Pacific plan, (b) Barnard plan, (c) Santa Fe plan, (d) Hawgood plan and (e) Storrow plan. In addition, there is the engineering department's Plaza plan, making six plans in all for which real estate estimates were made. For the Barnard, Hawgood and Storrow plans, the estimates cover only the station site and immediate approaches. For the other plans, the estimates include not only this land but also real estate necessary for connecting tracks, additional rights of way and parking or plaza areas. All of the details are available in the engineering department, and it is to be understood that the area assigned to the various plans and the estimated figures are not comparable until proper allowances for this differing treatment of the different plans have been made. Southern Pacific Plan The Southern Pacific plan provides for the location of the union passenger station at the present Arcade Depot. By far the largest per cent of real estate necessary is in present railroad ownership. Fig. 181 (see page 493) shows, within the limits of the map, the lands which would be in railroad use if the Southern Pacific plan were adopted. This map covers, generally stated, the industrial and railroad district in Los Angeles. The following figures with reference to the lands involved in this plan cover only such lands as are shown on the map. (Similar Maps Fig. 182 (see page 497) and Fig. 183 (see page 499) are presented later for the Santa Fe and Plaza plans and in each case the gross area of the map is the same, so that the figures given under the three plans are i'iimparal)le. There is involved in the Southern Pacific plan a total of 49,529.872 square feet of land which will be used by the various railroads if the plan is adopted. This includes lands in present railroad ownership and lands in present private ownership which are necessary to provide adequate area. Lands which we recommend should not be continued in transportation use, mainly the Southern Pacific Coach Yard site, are not included in the figures. These lands have a total cost and value of $31,179,943. This total is comprised of properties held in the following ownership: LAND MAP FOR SOUTMEBN RftCIFIC PLAN SHOWMG U5E OF RAILBOAD OWNED LANDS AND PRIVATELY OWNED UNDS TO BE ACQUIRED noo J „ I.- - 3C*LC H fttT LAMM-MI VtHO' IHMK h CASE 970 Q 494 Los Angeles Terminal Investigation LANDS IN RAILROAD USE— SOUTHERN PACIFIC PLAN Area Cost Owner Square Feet and Value Southern Pacific 23,256,391 $9,754,228 Santa Fe 8,708,287 9.218,510 Salt Lake 11,532,651 4.223,522 Pacific Electric 4,645,238 6,574,349 Total Railroad 48,142,567 $29,770,609 City of Los Angeles 105,790 29,415 Private 1,281,515 1,379,919 Grand Total 49.529.872 $31,179,943 The adoption of the proposed Sotithern Pacific plan would make neces- sary the acquisition of certain lands in present private ownership. By far the largest percentage of the area making up the total is already in the pos- session of the Southern Pacific Company, 'i'he private lands, outside of those existing in the depot block itself, are made up entirely of small parcels necessary for rights of way and approaches. Of the total area of land in- volved. 1,281.315 s<(uare feet are in present private ownership. For this area, we estimate a total cost of $1,379,919. The largest single area com- prising this total is made up of certain private lands east of the Los Angeles River and south of AUista Street. The most valuable single parcel is in the Arcade Depot block. Aside from the private lands needed to fill out the proposed depot site, all other new lands included in the plan are made up of parcels of varying sizes needed for right of way purposes. Almost 50 per cent of the cost of the new lands required for the opera- tion of this plan is comprised of private lands lying within the present Arcade Depot block. The intrinsic value of these properties is not particularly high, but the owners attach a certain strategic importance to them on ac- count of the generally accepted fact that the Sotithern Pacific Company will ultimately require these parcels. The past purchases by this company in this block have been made at very high figures, and the eft'ect of these purchases is reflected in the attitude of the owners. To complete the area required for the station site itself, in this pro- posed plan, it will be necessary to acc|uire propertv in the block bounded by Fourth, Sixth, Central and Alameda Streets at present privately owned, aggregating 49,994 square feet, for which we estiiuate the sum of $569,994 as being the probable cost to acquire. The balance of this block is owned by the Southern Pacific Company and Wells Fargo and Company, as follows : Area Present Value in Square Feet by Eng. Dept. Southern Pacific Company 646,951 $2,101,128 Wells Fargo and Company 10,000 70,000 Total 656,951 $2,171,128 Real Estate Stldies 495 As the Tiaza plan provides an artistic plaza in front of the depot structure, it would be necessar)-, in order to make a fair comparison, to provide for a similar plaza in front of the present Arcade depot. The value of this location from a civic standpoint is not nearly so great as the Plaza location, and there is less opportunity for beautilication or any develop- ment along the lines of city planning. Also there would be no sentimental value attached to any plaza at the Arcade site. To put the two plans upon a comparable basis, it has been necessary to estimate a probable cost for the creation of a plaza at the Arcade. The consummation of this idea can, however, be accomplished only at very great, if not prohibitive, expense. The property immediately adjoining the Arcade depot is of a valuable business character. Further, due to past activities, the speculative aspect is very apparent and enters very materially into any scheme which pro- vides for the acquisition of additional land in that vicinity. The development of Fifth Street is quite substantial and while it is not of a first class business character, the retail value of property along that street is considerable. An estimate covering the smallest amount of land that it would l)e possible to develop into a plaza would require a cost of $739,2.t1 for the land alone. exclu.sive of improvements estimated at $243,000. This cost creates a plaza by no means equal to the one developed by us for the Plaza plan, allowing only 65,871 square feet of new private land for the Southern Pacific plan as against 161,202 square feet of the Plaza plan. We have not included the Southern Pacific plaza in any of our estimates. The adoption of the Southern Pacific plan would cause the least re- adjustment of realty values of any of the plans. Practically no decreases in real estate values would result. On the other hand, no great gains would follow : Those that would come about would be limited to the very small area of business in the vicinity of the depot, together with the business district e.xisting on Fifth Street. Also, property values on Third, Fourth and Sixth Streets would be slightly increased. The district in the vicinity of the Plaza would not be particularly affected. Rapid decrease has taken place in this district within recent years and the location of the Union Passenger Depot at the Southern Pacific site would not materially ac- celerate decrease in this territory. The Southern Pacific plan would not materiallv aflfect values in the vicinity of the Santa Fe station either by increasing or by decreasing them. Santa Fe Plan The Santa Fe plan provides for the location of tlic union passenger depot at the present site of La Grande Depot at First Street and Santa Fe Avenue. Practically all of the real estate involved in this plan is in present railroad ownership, by far the larger part of the railroad property involved belonging to the Santa Fe. 496 Los Angeles Terminal Investigation There is involved (within the limits considered) in the Santa Fe plan a total of 50,473,231 square feet of real estate which would be used by the several railroads in the operation of the plan. Fig. 182 (see page 497) shows these lands. Of this total area, 1,733,547 square feet represent new (private) lands, and 105,790 square feet are lands owned by the city. Land which we recommend be no longer continued in railroad use — the Southern Pacific Arcade site — is not included in the figures. This total area of land aggregates a total estimated cost and value of $9,900,108. These real estate properties involved comprise lands in the following ownerships : LANDS IN RAILROAD USE— SANTA FE PLAN Owner Square Feet Cost and Value Southern Pacific 23,457,510 $9,685,572 Santa Fe 8,708,287 9,218,510 Salt Lake 11,822,859 4,315,003 Pacific Electric 4,645,238 6,574,349 Total Railroad 48,633,894 $29,793,434 City of Los Angeles 105,790 $ 29,415 Private 1,733,547 1,227,662 Grand Total 50,473,231 $31,050,511 As shown in the total above, the private lands involved in this plan amount to 1,733,547 square feet. These lands have been appraised at an estiinated present value of $821,499, to which we have added an estimated additional cost to acquire of $406,163, giving a total estimated cost of $1,227,662. The chief item of new lands pertaining to this plan is represented by additional lands required for the proposed coach yard site to be located at the present site of the Santa Fe shops at Butte Street. These new lands, "liigregating a total area of 534,545 square feet, are appraised at a present value of $250,360, to which has been added an estimated additional cost to acquire amounting to $160,537, giving a total estimated cost of $410,897. The balance of the new lands required for this plan is represented by parcels of various sizes necessary for right of way purposes. The location of the union passenger depot on the proposed Santa Fe site would result in material decrease of properties in the vicinity of the Southern Pacific station. This decrease will not only result in a consider- able loss upon the Southern Pacific station site itself, but would be further reflected in the business district in the vicinity of the Southern Pacific sta- tion along Fifth Street and also, to some extent, along Fourth and Sixth Streets. ^«l* 4a2_ '>■■, \\ \\ ^ ^ ^ / ■i>> / ' ^ ^ ,^^^r M ti,' — ^ fe- i\ ik^ k..«^w*-., -jea »> \\ \'. ill f riiki I 498 Los Angeles Terminal Investigation Industrial values in the vicinity of the Santa Fe site would probably show material increase, but as this district is already permanent, the devel- opment would not be as marked as in the case of the Plaza plan. By the opening of Fifth Street through the Southern Pacific station site (as in Plaza plan), another through and convenient street would exist to furnish quick access to the business district. The opening of this street would develop quite extensively the property east of the Arcade depot site and would tend to alleviate decrease in business values on Fifth Street. Plaza Plan There is involved (within the limits considered) in the Plaza plan a total of 50,415,983 square feet of land which will be used by the various rail lines if the plan is adopted. This includes lands in present railroad owner- ship and lands in present private ownership, which are necessary to provide adequate area. These lands have a total cost and value of $32,100,225 and are shown on Fig. 183 (see page 499). Lands which we recommend be discontinued from transportation use — the Southern Pacific Arcade station site and the Southern Pacific coach yard site — are not included in these figures. This total is comprised of properties held in the following ownerships : LANDS IN RAILROAD USE— PLAZA PLAN Owner Square Feet Cost and Value Southern Pacific 22,.S13,9JI2 $8 034.310 Santa Fe '. 8,708.287 9,218,510 Salt Lake 11,S32,6.S1 4,223,522 Pacific Electric 4,645,238 6,574,349 Total Railroad 47,400,108 $28,050,691 City, of Los Angeles 162,141 144,412 Private 2,853,734 3,905,122 Grand Total 50,415,983 $32,100,225 Involved in the Plaza plan are some 2,853,734 square feet of private (new) lands, which have been appraised at an estimated present value of $2,938,196, to which we have added an additional cost to acquire of $''96,926, giving a total estimated cost of $3,905,122. For the construction of the proposed Plaza union station as outlined in the Plaza plan, it is necessary to acquire a considerable amount of lands at present privately owned lying east of and adjoining North Main Street, with a depth of 500 feet easterly therefrom and extending from Commercial Street northeasterly to Redondo Street. For the proposed station site itself, it will be necessary to obtain possession of 1,782,858 square feet of land held in fee and bounded by North Main, Redondo, Date (approximately extended south) and Commercial Streets. This property will have to be purchased I n 499 C KV^^^S H Hi i^^ ■■" \ \ ■ .^ 'omla Ki m 500 Los Angeles Terminal Investigation outrit^lit in its entirety and is all at present privately owned, with the excep- tion of the small holdings of the Southern Pacific and the City lying within those boundaries. The probable cost of these private holdings we estimate at $2,822,831. The projjosed Plaza station site bounded by Commercial, Redondo and North Main Streets and a line extending parallel thereto and distant .^00 feet westerly therefrom, is comprised of the following lands: OWNERSHIP OF LAND— PROPOSED PLAZA UNION STATION SITE Areas Square Feet Area in Railroad Ownership 178.958 Area in City Ownership 56,351 Area in Private Ownership 1,547,549 Total Area held in Fee L782,858 Area in Existing Streets 840,590 P( erCent 6.8 2.1 59.1 68.0 32.0 Total Area Proposed Site 2,623,448 100,0 The estimated cost and value of the property is as follows: OWNERSHIP AND COST AND VALUE OF LANDS PLAZA UNION STATION SITE Ownership Estimated Cost and Value Railroad $ 282,249 Private 2,822,831 City 1 14,997 Streets None Total $3,220,077 The abdve tabulatidus are \ery inipdrtant. It shnuld be mited that of the total area comprising the proposed station site aggregating 2,623,448 square feet, 840. .S90 square feet, or 32 per cent, is re])resented by present street areas which will be absor1)eil in the plan. In other words, a station site comprising over 2,600.000 square feet can be obtained by the purchase of only 1,782.000 square feet of land held in fee by jirivate individuals. By the purchase outright of 68 per cent of the total area required, 32 per cent addi- tional can be obtained by the closing of existing streets, a net gain with- out cost. As adequate means ha\e been taken for the handling of all traffic, both present and pros]jecti\e, through the rearrangeuient of streets in the \icinity of the proposed station site, the street areas above mentioned should be accpiired without cost through proper action by the City, In view of the great civic improvement resulting from the adojition of this plan, it would be to the City's best interest to permit the closing of these streets. The larger pro])ortion of the cost attached to the proposed acquisitions pertains to property lying within the triangle formed by Commercial, North Main and Alameda Streets. The lands Iving witliin this triangle amount to Ri:.\i. MsTAii-: Stidiks 501 J'lG. 1S4. MAIX STIU:I:T .VORTH FROII M.VUKI.I ^IHI.1,1 Under the plan recommended, al! hiiilril,iKs to the right of Main Street and beyond the white fared building: in the exact center of the picture {whidi is the northeast corner of North Main and Commercial Streetsi would he d<-nrilish.-d. This corner would be the closest point tn the business district. The station site would extend from this corner out Main Street to its point of disappearance in tlie background, takins in all lands of a width of three blocks to the right of Main Street. FIG. IN.-,. >i\i> sti«i;i:t hkt« i:k\ «ommeiuiai. sthkkt \m> iiii. im v/, \ This picture shows a close-up view of building" on the east side ..f the street. THE JOHN RANDOLPH HAYNES AND DORA HAYNES FOUNDATION LIBRARY LOS ANGELES, - - CALIFORNIA 502 Los Anueles Termin'ai. Ixvestigation This view is looking noi't proposed station site. FIG. ISB. MAIX STREET XORTH FROM THE PLAZA All hiiildings in the immediate toregroiimi lie witliin the FIG. 187. MAIN STREET BETWEEN MARCHESSAULT AXD MACY STREETS This picture gives a close-up view o£ the buildings on tho east side of Main Street, north o£ the Plaza. ti;Ai, Estate Sti-dies 503 FIG. 188. PI.AZA STKEET BET\VEK!« MAI> AXD l,OS AXGEI.ES STREETS This view sliows existing Iniikiinss on this street between Main and Los Angeles streets; also those on the east side of Los Angeles Street. a total area of 582,426 square feet having a present value of $1,393,843, for which has been estimated a total cost of $1,827,479. The ])roperty con- tained in this trianj^le is of a l)usincss character and thuugh it is located in a district tliat has depreciated very niatcri;itly and very rai)idly in recent years, the inisiness value of the land adds greatly to the cost of the plan. This cost, however, is offset by the many fa\nraljle features connected with the location, such as its ready accessibility and its adaptability to at- tracti\e deveIoi)nu-iit. i'ractically all of the lands cmitained within this triangle are improved properties. The imi)rovements vary from two to three story buildings of an obsolete character (but of still good construction), used for retail business, to one story brick and frame shops carrying on a small manufacturing business. The retail business is confined almost exclusively to the Main Street frontage, which is occupied by small retail stores catering mainly to Mex- ican trade. The business on Los Angeles Street is more of a wholesale nature. Hetween I-os Angeles Street and .Mameda Street the |>roperty at present comprises a section of Chinatown, being partially occujiicd by two- storv brick buildings leased to Chinese. 504 Los AxtiEi.ES Terminal Lwestic.atiux KIG. IKl). I, OS ANtiliLES STHKKT HKr\\ KK.N ««l>lfc;mi.VL A MJ VUCAUIA STKliKTS This picture sliows the character of improvements existing on the west side of tlie sli'eet. RicAr. Estate Stidies 505 Mill. I. US \\<;i':i.i:s ••■I'liioi"!' h"i«o>i Aiti \im\ s'iiti.;i:i I'o I'l. \/. \ >ri«KKr Tlie character of existing improvements on the west sirte nf the street Is slmwii. The Plaza can be located by tlie tree in the right center of the picture. 506 Los Angeles Termixai. Investigation I'Ki. 1!>I I-OS AXGELES SREET PROM THE PI.AZ A TOWARD COMMERCIAL, STREET The huiklings shown are the same as in Figs. 1S7 and 18S but looking north instead ot soutli. Tliis picture was talten from tlie Plaza and' shows the west side of Los Angeles Street from the Plaza almost to Commercial Street. RiiAi. Estate Sitdiics 507 •"!<;. 11«. I, OS .WnELBS STREET SOl'TI All buildings on both sides of street up to the Itrsi car) in the foreground will be demolished. I'Kini VI.IXO STIIKIOT ;s street (opposite the street l,OS ANGELES STREET AND "XEGRO AI,1,EV This picture shows the class of buildings on the I^os Angeles iSlreet frontage of the block bounded by Los Angeles. Aliso, Alameda and Ferguson Alley. 508 Los AxGELES Tekminal Investigation FICi. I!)4. 1-IJON l'.\«.I-: ON THK W K".!' ".IDK OV THK IXTKKSIiCTIO.X OF l.OS A>(iEI,KS AMI ALAMEDA STKEETS All buildings ^liown will be demolished. The large three- story brick building is the Plaza Substation ot the Los Angeles Railway. FIG. m.-.. INTERSECTION OF l.OS ANGELES AAl) AI.AMEDA STREETS All buildings with the exception of that at the immediate left will b^ demolished. Real Estatk Stidif.s 509 fk;. I'm;. i>ii'I«(»\ i;>ii;n is i I'on iiii-, ■■ikiim:!! i'\ ui-'iiii; on. ui:i,i. m im'I.i ( (nil' \M FKi. 1!IT. l.< )«KIN(i i;\SI A( UOSS \1 s \i.ii\Miii(\ w i-.M i: \i \i \Mi;i)\ sini;i;: This view shows the pipe yard of the Oil \\\-U Supply Oon.pa.iy with the plant of tht- Fulton Engine Works at the extreme left. 510 Los Angeles Terminal Investigation The balance of the proposed station site, other than this triangle, is made up of excellent industrial property, either used for that purpose at the present time or held for future development of that character. Alameda Street furnishes the valuable features of the location, as it is the main artery of travel through the industrial district. In this territory are three large industrial concerns that have been substantially located for a considerable period of time. There are, however, several large parcels of property of an industrial nature that await development. They are held for prospective sale and are vacant and practically without use at present. In addition to the streets in this district, over which the City has con- trol, it also owns outright fee to 56,351 square feet of land within this triangle, comprising a fire-house site upon Aliso Street, the parcel used by the Water Department upon Los Angeles Street, and the old Plaza. The value of these parcels is included. The railroad lands contained in the estimates pertaining to this plan comprise all of the railroad holdings which will be used in conjunction with the operation of the various roads. It is assumed that no new money will be expended to accomplish the transfer from one railroad's use to an- other of these various railroad properties and that the only new money necessary will be for the purpose of acquiring lands at present privately owned. A very large percentage of the costs of new lands pertaining to the Plaza plan is the result of the inclusion of a plaza in front of the new union station building. This is not necessary from a railroad operating stand- point, and traffic could probably be handled without this additional space. But from a civic standpoint it would not seem advisable to construct a new depot without giving it the proper setting. The Plaza will provide an attractive entrance to the station and will furnish additional parking space and more convenient access for the traveling public. From the standpoint of civic pride and public interest, the sentimental value of a new i)laza. even though it carries a very material additional expense, is something that should be given weight. Of the station site itself, 276,250 square feet are devoted to Plaza pur- poses, and of this area, 161,202 square feet will have to be purchased at an estimated cost of $678,186. Effect on Land and Business Values The establishment of a union passenger station at the Plaza, in our opinion, will result in a marked increase in the desirability of the business district upon Main Street, from Sixth to Commercial Street; upon Spring Street, from Fifth to Temple Street; and upon Broadway, from Fifth to First Street. We also expect an increase in industrial values in the district lying north of First Street, between Alameda Street and the river, and also on 1\[;ai. Asiatic Studies 511 property on Los Angeles Street between Sixth and Ci)nimercial Streets. By the suggested opening of Fifth Street through the ])resent Southern Pacific Station site, a material enhancement in values would take place in tlie indus- trial lands east of Alameda Street between Third and Sixth Streets. Values in the vicinity of the Santa Fe Station would not be subject to material changes, but whatever change takes place will be an increase. Some im- mediate, but temporary, decrease in values in the business district in tlie vicinity of the Southern Pacific Station may result and, if this station be aband(jned, the station site itself may suffer a loss of value. The value of properties on Third and Fourth Streets would probably be unaffected. Summing up the three plans : The Southern Pacific plan would result in the least unsettlement ; the Plaza plan wtnild make necessary the greatest adjustment: and the Santa Fe plan would fall midway between these two. Tlie adjustment following the operation of the Plaza plan, while not par- ticularly desirable to certain of the i)ro))crty owners in Los .-Vngeles, would result in a very material net gain through the considerable increase of values throughout a large area. In view of the very great immediate benefits and of the tremendous ultimate benefits resulting from the adoption of this plan, through which considerable profit will be directed toward owners of real estate in the gen- eral vicinity of the proposed station, we believe that the cost of these new lands, nearly $3,000,000. can be greatly reduced, if not entirely covered. through private subscrii)tion of, or assessment upon, the owners of lands who will be materially benefited. It is entirely logical to assume that i)ersons deriving benefit from the location of the station at this site should bear a portion of the cost of such location, and it seems eminently fair to ask these beneficiaries to provide the necessary land. This could be accompli.shed through voluntary action either by the formation of local as.sociations to handle the problem or through legislative action bv the City. This is a matter somewhat outside the scope of this report, but it .should, in our opinion, be given special attention by the Com- mission and by the City authorities. DAMAGES CAUSED BY PROPOSED VIADUCTS As a result of the construction of the proposed new viaducts across the Los \ngeles River, there would be certain damages to the lands fronting upon these viaducts due to the obstruction or loss of the frontage of these properties. Estimates have been made of these damages, and it is found that they total $530,516 for the several viaducts. Due to the nature of the subject, no particular discussion can be en- gaged in without entering into the -letail of each estimate, and for that 51. Los .\xi;eles Terminal Investigation reason, reference here will be limited. The subject of viaduct land damages furnished a rather intangible situation in that it was necessary to view the viaduct as actually constructed and the property affected in its resultant condition after this construction. It was the object of our investigation to consider probable conditions resulting from the construction of these via- ducts which would in any way influence the value of the properties fronting thereon. Individual ownership was considered as a basic standard and damage was regulated by the extent of the individual ownership involved. The character of the property, such as its size and location within the limits of the viaducts, means of other access and its present physical condi- tit>n. formed the basis of our estimates. Allowance and difference were made for the degree of obstruction or total loss, varying with the probable condition of the property after the construction of the viaducts. We find that a total of 26,524 front feet of real estate is affected by the proposed construction. Below is a tabulation of our estimates bv viaducts: ESTIMATED DAMAGE RESULTING FROM PROPOSED VIADUCT CONSTRUCTION Property Damages Estimated Front Feet Amount Viaduct Involved of Damages North Main over River 3.441 $92,050 North Main over Redondo Street 1,902 67,310 Macy Street over River 1,545 30,495 Macy Street over Depot 1.324 31.951 Aliso Street over River 6,069 69,151 First Street over River 2,188 1 5,650 Fourth Street over River 4.063 36,632 Seventh Street over River 2,915 141,316 Ninll. Street over River 3,077 45,955 Butte Street over Santa Fe Ave None Baker Street None Total 26,524 $530,516 LANDS THAT MAY BECOME UNNECESSARY FOR RAILROAD USE (NON-OPERATIVE LANDS) Through the operation of either of the three principal plans, a great amount of real estate at present either used for railroad purposes or held for future development will, in our opinion, become unnecessary for railroad use and can be added to the total area of industrial lands susceptible of private development. Rkai, Estate Sti'dif.s 513 This does not mean that the railroad companies must necessarily dis- pose of a portion of their holdings, but in view of the fact that these lands will not be needed for railroad operation and the companies can voluntarily disiKjse of them (jr hold such areas as non-operative property, it was thouglu advisable to estimate their probable value in case they were so disposed of or salvaged. 1 he salvage value ti.xed in tin- estimates shown below, covering the salvage value of the lands which may become unnecessary for railroad use, make up the value which will ])robably i)ertain to these lands should they become non-operative. In considering the possible release of these various parcels of railroad lands, it has not been assumed that a condition of forced sale will exist and the figures fixed do not represent a sacrifice condition. The figures placed upon these salvage parcels represent their probable value under normal con- ditions of absorption and with no restrictions i)laced upon their disposal. In other words, it is assumed that the carrier, if it should be desired to sell these lands, will lie at liberty to carry the property for whatever period is deemed lit and that no specified date will be fixed at which all of these parcels will be disposed of. This is a very imi)ortant factor in the problem for, it it were assumed that upon the operation of any of the i)lans involved the carrier must necessarily throw upon the market all parcels possible of salvage, the figure obtained would undoubtedly be considered less than that placed upon the property, as it would not be possible to force the sale of so great an amount of land without a sacrifice. The greatest diiTerences existing between salvage value and present value pertain to the Southern Pacific station site. This is accounted for by the fact that the existence of the depot at this location today has created a certain desirability for the property in that locality which will be immedi- ately destroyed should the station be abandoned at that point. .\ small business center has grown up around this depot and values for this business property exceed very materially the values which would prevail at the time of the abandonment. The removal of the railroad facilities from this property would immedi- ately place this vicinity in the same condition as other property along Cen- tral Avenue anil Alameda Street, and the higher value, due to its special features, would be destroyed. It is to be understood that the following list of possible non-operative properties has not been made use of in our estimates of the cost of the various plans. The list is an expression of opinion, merely, of what lands will not necessarily be operative after our plans will take care of all needs in Los Angeles for the near future. In our estimates there is credit taken for land salvaged only as follows: 514 Los Angeles Terminal Invkstioatkin LANDS CREDITED IN ESTIMATES OF COST OF PLANS Southern Pacific Santa Fe Plaza Lands Plan Plan Plan Southern Pacific Coach Yard $1,651,262 $1,651,262 Southern Pacific Station Site $1,719,918 1.719,918 Salt Lake New Right of Way— Ninth to Sixteenth Sts 91.481 91.481 Total $1,742,743 $1,719,918 $3,462,661 Following are tabulation.s showing, by plans, the property which may become unnecessary to railroad operation by the adoption of the respec- tive plans : Ri:.\i. Estate Stidies 515 TABLE SHOWING SALVAGE VALUE OF LANDS WHICH MAY BECOME UNNECESSARY FOR RAILROAD USE SOUTHERN PACIFIC PLAN Location iuid DfMrrii>tion of I^ircels Proposed to be Salvaged LOS ANGELES 4 SALT LAKE Arroyo Seco Gravel Pit. Between North Spring and West Albion— Non- carrier Parcel At First and Myers Sts.— Non-carrier Parcels (3) Yards— Between Seventh and Hollenbeck— Non- carrier Portion , Yards— Between }lollcnbeck and Ninth— Non- carrier Portion Yards— Between Ninth and Alosta- Non-carrier Portion Between Alosta, 8oto and River — Non-carrier Portion Bridge Across Los Angeles River East of Soto and South of Alosta — Non-carrier Portion New R. W— Hunter to Ninth Sts " * Ninth to Tent li Sts Tenth to Eleventh Sts " " Eleventh to Fourteenth Sts " " Fourteenth to I'ifteenth St« " " Fifteenth to Sixteenth Sts On Santa Fe Ave. near 2lith St . Zone 4S C-N. C. Total . SOUTHERN PACIFIC Coach Yard Northwest corner Violet and Santa Fe R. W. Fronting Alameda and Long Beach Aves. at Twenty-fifth St. North Spring between Sotello and Mesnager . . Southeast corner North Spring and Sotello (Old River Station) Total SANTA FE Shearer St. Freight Yard North side Ninth — Adjoining Santa Fe R. W.. South side Ninth — Adjoining Santa Fe R. VV.. R. W. south of Butte St.— Harriett to Soto Total PACIFIC ELECTRIC East side Santa Fe Ave., between Eight and Enterprise. . . Northwest corner Broadway and Sunset Blvd. . Corner Lyons and Aliso South side Eighth — Betwen San Julian and Wall Por. Shop Site (exd. proijosed R. W.) Total.. WELLS FARGO & CO. Express Building Site in Arcade Depot Block. Present Value Estimated (1918) by Engineering Salvage Value hy Area. Department Engineering Depanraent Square Feet Unit Total I'nit 1.029,869 1I6.42S 83,000 100. 766 698. 126 123,201 862.534 li>,945 547,800 27.771 10,200 38,837 20,000 143,800 49,600 40,728 3,908,602 100,469 10,716 8,581 96,268 49,871 145,324 236,000 527,643 5,600 58,400 1,750 S. \m 803.800 877.700 10.000 075 .38 65 42 27 .21 057 05 046 54 55 25 20 29 30 40 943,578 1 7,1 35,804 1 00 25 50 .75 .60 12 172,884 44,191 54,175 42,029 187,338 25,907 49,164 797 25,199 15. 147 5.485 9,709 4.000 42,260 14.SXD 16,291 {609.456 Sl.li,il.202 35,804 25,118 5,358 5.149 {1.722.691 {120,335 37.403 ,S7,609 28,686 {274,033 Grand Total 6,422,913 00 74 {2.067,376 (70,000 {4,743,556 075 38 26 21 057 016 54 55 25 20 29 30 40 20 50 1 25 .70 58 058 .48 4 00 64 Total {72,884 44,191 54,175 27, 130 180,258 25,907 49. IM 25, 199 15.147 5.485 9.709 4.000 43.260 14.880 16.291 {586.680 I 75 {1.651.262 75 26.853 20.094 5.358 .60 5.149 1 55 {1.708.716 {120,335 ,34,910 84,620 13.642 {253,507 {5,040 102,736 1,312 15,800 l,.3itc — .\rcade Depot Block . Grand Total Feet Unit Total Unit Total Per Cent .■\mount 1.02(1.861) 075 $72,884 075 $72,884 None 116.425 83.000 38 .6,5 44.191 54.175 38 65 44.191 54.175 None .None 784.691 .41 321.185 36 285.849 11 $35,336 1.174.054 .46 .539.528 46 539.528 None 520.019 .52 268.687 48 2.57.646 4 11. on 847.171 .27 229.018 .27 225.246 1 65 3.772 123.201 21 25.f07 21 25,907 None 862.534 15.945 057 05 49. 164 797 0.57 49,164 .None 100 797 547. fOO 40.728 040 40 .27 25. 199 16.291 .046 .40 26 25,199 16,291 None None 6.145.437 $1,647,026 $1,596,080 3 tS0.»46 85. .508 646,951 11.369 35. SOI 2 50 3.25 3 00 1 00 $213,770 2.101.128 34.107 35.801 2 00 2 33 2. 50 75 $171,016 28.422 26.853 20 28 17 25 $42 754 .592^226 5.685 8.951 100.4611 10.716 25 .50 25.118 5,358 .20 50 20.094 5.358 CO None 5.024 8.581 .60 2 70 5.149 60 1 97 5.149 None 899..398 $2,420,434 $1,765,794 27 $654,610 96,268 40.848 68.274 236.000 1 25 .75 .62 12 $120.3.35 .30.6.36 42.000 28.686 1 25 .70 61 058 $120.33.5 28.594 40.427 13.642 None 7 3 7 52 $2.M2 1.573 15.044 441., 390 803,800 877,700 10.000 8.373.925 .50 5.600 90 .58.400 1 76 1.750 1 00 8,150 I 94 2 42 2 36 7 00 .77 $221,657 $.5,040 102.736 1.750 15.800 1.942.050 $2,067,376 $70,000 $6,426,493 90 I 76 75 I 94 1 70 I 69 4 00 .61 $202,998 $5,010 102.7.36 1.312 15.^00 1.364.100 $1,488,988 $40,000 $5,093. 860 $18,659 None None 25 438 None 577,950 $578,388 $30,000 11.332,633 28 43 21 518 Los Angeles Terminal I.westigation LAND SUMMARY FOR ADOPTED FINAL RECOMMENDATIONS The total estimated cost of lands involved in the Plaza plan ( immediate recommendations) amount to a net figure of $467,559, to which has been added interest during construction at varying rates and pericids, amounting to $610,819. giving a net total estimated cost of $1,078,378. For the Plaza plan (ultimate recommendations) the estimated cost of real estate involved aggregates a net figure of $661,571, to which has been added interest during construction, amounting to $629,921, giving a net total estimated cost of $1,291,492. By net totals, as mentioned above, is meant totals after deduction has been made of the credits due to the proposed release from transportation use of the Salt Lake right of way from Sixteenth Street to the New Hunter Street Terminal, amounting to $91,481; salvage of Southern Pacific Arcade Station site, amounting to $1,719,918; and salvage of the Southern Pacific Coach Yard site, amounting to $1,651,262. Following are two tables which are summaries of lands required for final adopted recommendations for the Plaza plan-immediate, and the Plaza plan-ultimate : RicAi. Estate Stldies 519 TABLE SHOWING SUMMARY OF LANDS REQUIRED FOR PLAZA PLAN IMMEDIATE PLAN Est. Sec. Key Intormt Group CC CE MCB MCF MCA MCJ M T N M2 M3 E M-I MD2 AC AD M4 n MA n V M5 M6 MY 14 CD S 16 V 17 Itcm STEAM ROADS Passenger, Terminal, Approaches, etc.: Viaduct on Main St. over Rcdondo St Viaduct on Mac.v St, over Terminal Yard Connections at Mi.>ision Tower — Modified Passenger Station and Facilities— Modified Total. Union Coach Yard Union L. C. L. Freight Station: Union Terminal at Santa Fe Site— Modified . V iaducts over Los Angeles River: Viaduct at Macy St Viaduct at Aliso St Total , Depression of and New Tracks along River: Removal Santa Fe Cros.>*inKs — Macy and .\liso Sts Depression Santa Fc Tracks — .Miso to .\lhambni Depression Salt Lake Tracks— \li«> t.. Vlhambra Estimated Coat t onst n Period (Months) Rale Amount Total KHtimaK'd Co.t sio.5.oin S4..539 2.!>4i).812 24 6 36 12 3 18 $23,401 2.M6 S30.966 $218,411 87.07.1 3,480.778 $3,229,361 $.'»6.g03 $3,786,264 llO.Uo 14 7 $1,339 $20,474 $9,210 18 $.S.2I0 Total. Main Line Tracks and Connections Not Depressed: Connection .s, P, and Santa Feat North Broadway Connection S, L. and Santa Fe at Rodondo Junction, Connection S, L, and Santa Fe at Humboldt St $26.2.ifi 12 S26,2.i6 $11,250 Total $11,250 New Trackage. River to Hobart and Connections: Second Track. Santa Fc. Soto St. to Hobart Connection S. L, and Santa Fe at Hobart Second Track, Santa Fe, Soto St, to Redondo Junction. . Total New Freight Yards, Southern Pacific and Santa Fe; Yard for .S P. alone San Fernando Rd.— Modified New Connections, Relief of Alameda St. Switching: Connection Jackson ,St, and .Santa Fe Tracks. , Connection .\lameda St, and S, F, near Industrial St Connection S. L. Main Line and Butte St, Track Connection Alameda St. and Butte St. Track Total Team Yards: Team Yard at S. P. Freight SUition Site Release Southern Pacific Station Site. . , Release Southern Pacific Coach Yard Site $18,329 $18,329 •1.719.918 •1.651,282 $469 $469 $I,S7S $1,575 $113 $113 $183 $183 $5.67« $5,679 tZ7.831 $27,831 $18,512 $18,512 •1,719.9:8 •1.551.262 CK CM DR ELECTRIC ROAD New Line— P. E. Station to Brooklyn Ave. and to Fourteenth St.: Abandon Pacific Electric in I-os Angeles St . etc Subway and Elevated— P. E, Station to Brooklyn Ave Elevated— Pacific Electric Sution to Fourteenth St Total Grand Total . $g6.969 442.229 24 18 12 9 $10,436 39.801 $97,405 482.030 $529,198 $50,237 $579,435 $467,559 $6I0.8I» $1,078,378 •Credit. TABLE SHOWING SUMMARY OF LANDS REQUIRED FOR PLAZA PLAN ULTIMATE PLAN Est, Sec Key CB CC CE CF CG CA CJ F G H M R Q T U CN D E T K N \v CH CL X Y AA Z AC AD A O AC) AT CD CK CM DR L AB Group 11 12 13 15 16 20 21 Estimated Item Cost STEAM RAILROADS Union Passenger Terminal and Appurtenances: Depression of S. P. Ti:i.-ks in Alluimhra Ave SS4.339 New Viadyct on North Main St New Viaduet on Macv St 195.010 New Passenger Station at the Plaza 2.949.812 Sub-tunnel for Street Cars in Broadway Tunnel Total 83,229.361 Coach Yard ... $19,135 Union Freight Station Viaducts over Los Angeles River: Baker St. Approach to North Broadway Bridge. Removal of North Spring St. Bridtie . New Viaduct at Main St. . . . New Viaduct at Macy St New Viaduct at Fourth St. . . New Viaduct at First St New Viaduct at .\liso St New Viaduct at Seventh St . . New Viaduct at Ninth St Total Depression of and Additional Tracks Along River: Connections at F^ast End of lliinilioldt St Bridge Connections at West End of Huiiihnlill St. Bridge Depression of .\lhanihra Ave. East of and at River Depression and Double-tracking S. L. Tracks Along River Removal of Santa Fe Crossings — Macy and Aliso Sts Depression of Santa Fe Track South of Ninth St Depression of .Santa Ve Track — Broadway to .\liso Depression of .Santa Fe Track — .Seventh to Ninth St.. Total Const'n Period (Months) S63.214 SI 1.250 26.256 S130.152 New Trackage— East Bank— Humboldt St. to Dayton: New Approach — Los Feliz Road Bridge , New Tracks— Humboldt St. to Dayton St —East Bonk... New Connection — S. P. and S. L. at Alhambra and River Total Butte St. Trackage and Santa Fe Ave. Subway: Tracks — Butte St. — .Mamerla St. to Ri\'pr . , New Connections — Alamed:i .St, to Butte St Santa Fe .Subway Total New Trackage — River to Hobart and Connections: New BriiUi- anil Wye Enst of River. . . .Seconfl Track North of Present Santa Fe Main Line Connection at Hobart between Santa Fe and S. L. . . 29.228 18.374 S47.602 S3,.50ri l.'i.329 S2 1.835 S47,.505 Total New Freight Yards — Southern Pacific and Santa Fe; New S. P. Yard — San Fernando Rd New Santa Fe Yard — East of Hobart New Freight Terminal— Salt Lake New Connections — Relief Alameda St. Switching . Team Yard : New Yard — S. L. Terminal — Alameda and Hunter Sts. . New Yard — L. A. Market Property New Yard— S. P. Freight Station Site Total Release S. P. Station Site Release S. P. Coach Yard Site ELECTRIC RAILROAD New Line— P. E. Station to Brooklyn Ave. and to Fourteenth St.: Removal and Reconstruction of P. E. — Los Angeles St. and First St Double Track Subway in Main St. . Double Track Elevated for P. E.. . Total New Surface Line to Proposed Union Station. . Freight Tracks: Macy .St. and River to Echandia Yard Raise Transfer Tracks — Santa Fe Ave. and Butte St.. Total S.53.691 •91.481 •91.481 11.719,918 11.651.262 2 24 12 14 4 12 3 .\mouut S2.5.36 S556.903 $1,722 1 12 6 1.5 $6,112 S113 3.151 5.559 $8,823 $2,046 367 $2,413 $210 275 $485 $1,900 124 $2,024 Total Estimated Cost $87,075 24 13 23.401 218.411 36 18 .530.966 3.480.778 $3,786,264 $20,857 Sl.i.742 IS 9 $1,417 $17,159 .1.2111 IS 9 469 5.679 42,262 20 10 4.226 46.488 $69,326 $11,363 29.407 98.205 $138,975 $31,274 18.741 $50,015 $3,716 18.604 $22,320 $49,405 6.310 $55,715 •91.481 H.719.919 11.651.262 Grand Total. $86,969 442.229 24 18 8 12 9 4 $10,436 39.801 $97,405 482.030 S.529. 198 $30,044 $50,237 $1,202 $579,435 $31,246 830.044 $1,202 $31,246 . S661.571 $629,921 $1,291,492 ' Credit, RicAi. KsTAiK Srri>ii;s 5J1 EFFECT OF RECOMMENDATIONS UPON DEVELOPMENT AND LAND VALUES llie adoption of the recnniniciuiatinns set forth in this rcjiort will have a great and far-reaching beneficial effect on the development of the city, with a simiiltanedus benefit applying to real estate values. The chief benefits following the adoption .if these recommendations, which will be reflected directly in improved real estate conditions, are cited below : Immediate Benefits 1. Great increase in the values of realty frontinR upon the proposed station site and in its immediate vicinity. 2. Increase in the value of properties upon Los Angeles Street from Com- mercial Street to Third Street. 3. Material increase in values upon San Pedro Street between Commercial and Third Street. 4. Immediate acceleration in the desirability of industrial property north of First Street. 5. Immediate increase in the desirability of business property upon Main. Spring and Broadway, between Temple Street and Third Street. Ultimate Benefits 1. Recuperation and stabilization of values now rapidly deteriorating in the business district north of Fifth Street on Main, Spring, Broadway and Hill Streets. 2. Increase in values upon Los .\ngeles and San Pedro Streets (especially Los Angeles Street) due to improvement and change in character of business conducted upon them. 3. Main Street Subway — Will eliminate congestion of traffic through re- moval of Pacific Electric trains which will reclaim, to a large extent, former business values upon Main Street north of Sixth Street. 4. Material improvement in the convenience and desirability of the indus- trial district east of -Mameda Street and north of Ninth Street, with resulting increase in values. 5. Increase in values of both the industrial and residential property lying east of the River, due to more convenient and quicker access. 6. Improvement of commutation conditions, both train and vehicular, be- tween Los .Angeles and outlying cities, with equivalent increase in the desirability of these districts for homes. 7. Increased safety of vehicular traffic between Los Angeles and Pasadena and material saving of time, reflected in increased values. 8. Inestimable benefit resulting from increased safety and elimination of delay to traffic of all classes while traversing industrial district. CHAPTER XIX OUTLINE Franchise and Legal Matters Financial Matters Financing of Expenditures Directl}- Connected with a Union Terminal Financial Plans of New York and Chicago Tentative Plan for Division of First Cost Tentative Plan for Division of Operating and Maintenance Cost Pacific Electric Railway and Rapid Transit CHAITKK XIX FRANCHISE. I.I-CAT. AND FINANCIAL MATTJ-.RS FRANCHISE AND LEGAL MATTERS Although this report is primarily of an engineering nature, it seem.* necessary to call attention to a few of the legal points that have been en countered in the course of the work, since the determination of legal matters must necessarily precede construction. In Chapter 1\'. several points relating to subways and elevated lines have already been enumerated. The main line franchises of the Southern Pacific C(imi)any dealing prin- cipally with Alameda Street and Alhambra Avenue are in our possession and have been considered. One reason why, in our opinion, it will be diffi- cult to remove Southern Pacific tracks from .\lameda Street without the railroad's consent is found in what appears to be a perpetual franchise (see franchise passed by Los Angeles Common Council on September 5, 1872). \\'e quote from this franchise: "Sec. 1. That the right of way tor the railroad track of the Southern Pacific Railroad Company in and out of the City of Los .\ngeles. for the distance said Company may wish to use same, be, and the same is hereby granted to said Company. it.s successor and assigns, over and upon the street and its extension, commonly called .'\lameda Street. . . ." This franchise api)arently does not contain any reversion or time clause whatever. The franchise situation has not. however, been with us one of the controlling factors for our recommendations that tracks be permitted to remain on Alameda Street. We believe that these tracks are necessary for the proper service to the Los .\ngeles industries. On July 24, 1873. the Common Council of Los .\ngeles granted the Southern Pacific Comi)any another franchise dealing not only with .-Mameda Street but also with certain other streets. We cpiote in full : •An ordinance providing a free right of way for the Southern Pacific Railroad through the City of Los -Angeles. "WHEREAS, by a certain ordinance, passed Octol)er 24, 1872, the Mayor and Common Council of the City of Los .Angeles obligated said city to give the Southern Pacific Railroad Company a free right of way for its road through said city, and said obligation having received the endorsement of a majority of the qualified voters of said city under the provisions of said above-mentioned ordinance: and. "WHERE-AS. The proper agents of said railroad company have selected as the lines for entering and leaving said city, and the necessary connections therewith, the grounds occupied by and embraced in the recently opened streets, named, respectively, San Fernando and Mission Streets, and a por- tion of Alameda Street, as recently enlarged, now, therefore; 324 Los Angeles Terminal I\\ kstication "The Mayor and Common Council of the City of Los Angeles do ordain as follows: "Section 1. — That all of San Fernando and Mission Streets, from their initial to their terminal points, together with that portion of Alameda Street between the present depot of the Los Angeles and San Pedro Railroad Company; subject to the provisos, resolutions and conditions hereinafter con- tained, be and the same is hereby set apart from the public highways of the City of Los Angeles to the unreserved and unrestricted use of the Southern I'acific Railroad Company, and the right of way over and along the same, subject as aforesaid, is hereby granted to said company for the building, maintaining and operating of its railroad thereupon by and through the track or tracks which said company shall deem it necessary to build along and over the same, and with the privilege to said company of making such embankments and excavations upon said streets as shall be found necessary by company's engineers to the proper construction of said railroad and its connections within the said city. "PROVIDED, that the use of said Alameda Street, as hereinbefore pro- vided for shall not at any time nor in any manner interfere with, nor pre- clude the city or the public from the right to use and enjoy as a public street of said City that portion of said street not actually occupied by the tracks of said company; and provided that neither the construction nor operation of said railroad over or upon the streets herein granted shall at any time interfere with any of the present and existing zanjas, water courses or ditches, nor preclude said city from anj' time making or constructing in, upon or along said streets crossings for new streets or for the extension of old ones; from making or constructing sewers, zanjas. water ditches and acequias or from laying down water pipes and gas pipes therein, or in either of them. Such crossings, constructions and improvements not to inter- fere with the grade and the efficiency of said road or its operation; and pro- vided further, that whenever said company shall build its road across any road, street, water witch or zanja now open and in use, good and proper crossings shall then be built and maintained by said company, and all water- ways shall be left in as good condition to pass water through the same as before such crossing of said railroad was made; and provided further, that if said railroad company shall fail or neglect to construct its road over and along said streets, or if when constructed said railroad company should at any time abandon or relinquish that portion of said road so constructed along said streets, then the rights hereby granted shall cease, determine and be void, and the lands embraced in and occupied by said streets shall revert to and again become vested in said City in the same manner and estate as if this ordinance had never been passed. "Section 2. This Ordinance shall take eflfect and be in force from and after its passage, approval and publication. "Passed — Session July 24, 1873. "Aproved:— July 26, 1873. J. R. Tobernian, Mayor." This franchise makes a distinction between Alameda Street and other streets mentioned in the franchise, namely, San Fernando (now North Spring:) and Mission (now Alhambra). It appears that the railroad's rights on Alameda Street are restricted and that the City expressly retains the right "to use and enjoy as a public street of said city that portion of said pRAxcmsi:, Lkcai. and Finanxiai. Matters 525 street not actually occupied by the tracks of said company." No such re- striction on San Fernando Street (now North Spring) or Mission Street (now Alhambra) were provided. None of our recommendations, we believe, interfere with the Company's rights on either North Spring Street or Alhambra Avenue. Another question of considerable importance to the Southern Pacific is the legal status of the so-called Wolkskill land now forming part of the Southern Pacific Arcade station site. One provision of this deed was to the effect that if the railroad company did not maintain a passenger station and a restaurant on the property deeded, then this property would revert to the grantor. Whether or not this clause, if we' have correctly interpreted it, is of force when change in the location of railroad facilities is made by Government authorities rather than by the choice of the railroad company, is a legal question which will have to be considered. FINANCIAL MATTERS This report would he incomplete if it did not include a general discus- sion of a financial program to accompany the plans which we ha\ e presented. Such a program should take into account not only the financing of the actual construction, but also the operation of the properties as planned. In fact, after a set of definite recommendations has been adopted, the financial pro- gram must be worked out immediately. We realize that the financial program must be a special and detailed study and consider it within our province only to point out various possibil- ities based on experience elsewhere and certain special features connected with the Los Angeles problem. Detailed studv of the fmancial program should not be undertaken until a rather definite set of plans dealing with all three branches of our investiga- tion (the grade crossing elimination, the union passenger terminal and the freight situation) have been decided on. It is eminently desirable to secure the interest and co-operation of the railroads in carrying out a plan. In our recommendations it has been our endeavor to make them practical. The fullest use has been made of existing railway properties in oriier to reduce the amount of new capital necessary, although this need not necesarily be the ruling consideration in determining which plan is best. From the standpoint of the roads, not only the first cost must be considered, but the general efficiency under operation. From the standpoint of the public, not only the general effect on values but the general convenience and the saving of time must be taken into account. The charge has been brought against the railroads, in the past, that the civic viewpoint has been too often neglected, and this is easily understood when it is remembered that the people who control and own the roads do not always have an adequate conception of local needs. 526 Los AxGicLES Terminal Investicatki.x Referring to the financing of the union passenger terminal, and possibly to the union freight station, also, and excluding from consideration all ex- penditures clearly to be borne by indi\idual roads or by the public, we find several methods for financing such a terminal: ( 1 ) Financing by the individual railroads with the formation of a union terminal company and with the participation by the City or other l)ublic bodies. The independent terminal company may either be an alto- gether private corporation financed independently and in the open money market, or may be a "close corporation" and be participated in mainly by the interested carriers. This company would issue its own securities, guaran- teed, if the second alternative were chosen, by the railroads. After the construction of the terminal, the income would be secured from the lease of its facilities to individual roads and other users of the property (express, mail, advertising, offices, stores and restaurants). This method is superior to the first but is not, in our opinion, the best for the Los Angeles situation for the reason that more complete co-operation on the part of the public is desirable. (2) The financing could be by the individual railroads without the formation of a union terminal company and without participation by the City or other pul.ilic bodies. This method, in our opinion, would not be the best in Los Angeles for a number of reasons. The most important objec- tion to this plan lies in the fact that the cost would be higher than under any other scheme. Under such a method it would not be likely that the project would receixe the co-operation uf the public and the benefit of pub- lic lands and other grants as might be secured under a better plan. (3) The financing could be by a union terminal company with a par- ticipation by not only the railroads but also by such public bodies as may benefit by the consummation of the project (the City of Los Angeles and possibly the County of Los Angeles). This would necessitate either the cre- ation of a bond issue by the City or arrangements for the purchase of the bonds of the Terminal Company in the proper amotint by the City. In addition to the participation in the project of the City as a wdiole, there might be a participation by an assessment district including such territory as will particularly benefit by appreciation of realty values and by other causes. This method of financing the terminal project appears to us the best. The capitalization of such a terminal company with participation of the railroad, the City, a special terminal district, and possibly private individ- uals, should be equal to the total cost and value of the proper'./ devoted to terminal use. In other words, credit should be given in the form of securities or otherwise to the lands and other property contributed for joint use by the present individual owners on the basis of an agreed and fair valuation. All, or a portion of the new money to be raised should be con- Fraxciiisk. Lkgai, and I'lNANCiAi. Mattkks 527 tributed in proportion to the uses made of the terminal \>y the individual carriers and by other users, and. in the case of the City or other public bodies, in ])roportion to the interest in the project. Under such a plan there should be a joint guarantee of the investment by the railroads and by the City. There would consequently be available for financing the combined credit of the carriers and of the public. The result will be the possibility of a very economic financing by a large proportion of bonds and a small pro- portion of stock. To the extent that the issuance of stock is associated with the idea of speculation, it would seem desirable to eliminate as far as pos- sible all speculative features and to consider the project from a high graOe investment standpoint rather than from a speculative standpoint. We proceed on the assumption that the railroads will return to private control and that Government ownership is not a possibility of the immediate future. As long as Government control continues as at present, of course, it is clear that the railroad corporations can make no engagements for the assumption of capital expenditures, or, to a much greater degree, for future o])erating expenditures, without the approval of the United States Railroad Administration. It is true that the railroad corporations are free to finance such capital improvements as may seem to them desirable, but the practical effect of the situation is that no important financing of any nature will be undertaken until operating control again reverts to the railroads. Financing of Expenditures Directly Connected with a Union Terminal By whatever method the union terminal project is to be financed, it will be necessary to distinguish between expenditures for the terminal and expenditures for work not a part of the union terminal such as grade separa- tions, bridges across the Los Angeles River, subway and tunnel construc- tion, expenditures for the modification of street railway systems, etc. To the extent that such expenditures should be borne jointly by the carriers and by the public, it will be necessary to segregate the money to be furnished by the roads from the money to be furnished by the City of l.os Angeles, by the County, by the State and. perhaps, by other public bodies. In the following chapter (Chapter XX) there are given detailed esti- mates of the amounts of new money required for the various plans. Con- sidering onlv the estimates for our final recommendations, there is required for the immediate plan $15,666,102 and for the ultimate plan S25.S9(>,0i5. The ultimate plan is for a construction program of from twenty to thirty years. The immediate plan is intended to take care not only of essential construction consistent with our effort to include sufficient improve- ment in our estimates to secure the relief desired by the City and necessary to the railroads, but to fix the ultimate development definitely along the lines of our recommendations. It is possible, of course, to increase the pro- gram for the immediate future, and in view of the general conditions obtain- ing in the countrv todav and in line with the general policy urged by the Federal and State governments in regard to all public works, it may be 52iS Los Angeles Terminal Investigatkin desirable to shorten considerably the period for the ultimate program. To make a great portion of the recommended improvements in the near future would not only give greater employment to labor but would also secure greater benefits in a shorter time to the City and all interested parties. It may be useful to consider the financial plans in similar cases else- where : Financial Plains of Nerv Yorl( and Chicago The transportaticjn of New York is being financed by co-operation be- tween the railroads and the city. Half of the money is being furnished by the city by a bond issue, upon which the railroads pay interest and sinking- fund charges. In Chicago an entirely different state of affairs existed in 1907, at the time of the expiration of the cable railway franchises. Although the city had, by the ballot, declared itself in favor of "immediate municipal owner- ship," it found itself without the funds to rebuild new lines. The money could not be raised by bond issue without exceeding the charter limit. The old cable line had been obsolete for many years and it was necessary to install electric lines and in this dilemma, the city evolved what has since been known as the "Chicago Plan." The city granted the company an indetermi- nate franchise under a profit sharing agreement. After paying operating expenses, the city and company were each allowed 5 per cent of the gross earnings and the surplus was divided, 60 per cent to the company and 40 per cent to the city. The city reserved the right to acquire the property at such a time as the purchase could be financed. The resettlement plan in- cluded a definite price based upon the condition in 1907, with provision for additions and betterments subsequently. The effect of unification was ob- tained by a Traction Board in which the city was represented and the 60 per cent the company was allowed under the terms furnished the competi- itve element or the incentive. The city participates as a silent partner and is relieved of the direct responsibilities of operation. Tentative Plan for Division of First Cost For the highway bridges across the Los Angeles River, the railroads should pay the difference between the cost of elevated viaducts, as planned, and the cost of installing similar bridges at grade. By this arrangement the roads would pay for all track depression, the approaches and that part of the main span due to increased height. Street railways using the highway bridges should pay the difference between the cost of simple highway bridges and the cost of bi'idges as de- signed, with extra width and loading due to use by these lines. The lines should pay whatever proportion of the street paving it is customary for them to pay under the provisions of their franchises. The state and county should pay their proper portion of the cost of all bridges on the state and county highway systems. For the union passenger terminal, the natural lines of divisions of cost Franc 11 isii. Lia;.\i. and I-'i\ANciAr. Mattecrs 52*^ are less marked than in the case of grade separation. W itli the station located at the Plaza, there will be a large c^lhancemcnt in realtv an.l business values. It would be but fair to e.xiject that th..se chiefly beneVucd w.-uld be willing to form an assessment district to share a portion of the first cost of the station building and new land required. An acceptable station, we esti- mate, can be built for $1,000,000 (contract cost). It is suggested that the City might increase this sum in case a more elaborate building is desired, and might furnish the Plaza in front of the station as was done in Wash- ington, D. C. As the Federal Building also will face this Plaza, it may be possible to .secure a government appropriation to cover a portion of the cost. The remainder of the terminal cost, except e.xpress facilities, should be borne by the railroads. The mail facilities can l)e leased to the Federal Government. A union less than carload station and other facilities should be fur- nished by the railroads. Tentative Plan for Division of Operating and Maintenance Cost The bridges and viaducts should be maintained by the citv. except that the railroads should ])rotect and maintain all steel work over their tracks. The state and county should maintain the paving on the bridges which are part of the state and county highway systems. The union ])assenger sta- tion should be operated by a terminal company as suggested above. The union coach yard should be under the jurisdiction and operating control of the operating union terminal company. Leasing charges and rentals should be proportional to use and sufficient only to cover operating exjjenses. sinking fund requirements and fixed charges. The union less than carload freight station may or may not be included in the property and the operations of the union terminal company. It is desirable, however, to have this facility under the exclusive operating con- trol of the railroads. Cost of maintenance should be proportional to the tonnage handled. Repair shops and mechanical facilities should be pooled for such work as can be done jointly to the best advantage. Pacific Electric Railway and Rapid Transit We recommend a subway in Main Street from Seventh to Sunset Boulevard. This subway can be built by the City and leased to the oi)erat- ing companv as is done in New York. In this case the City would receive a rental and would in addition have the use of this subway for conduits, pipes, etc. The very costly and constant tearing up of main business thor- oughfares as it is now going on would be avoided and the City would be provided with a facility in which to place future water pii)es or electric con- duits for municipal power. As pointed out heretofore. Charter amendments may be necessary to enable the Citv to enter into such arrangements. CHAPTER XX OUTLINE Sources of Data Maps and Profiles Occupancy Survey Contents of Estimates Unit Costs in Estimates Construction Estimate Summaries Overhead Expenditures Estimated Construction Periods of Construction Units Contingencies Key to Unit Estimates Estimates For Ultimate Construction by Units Sections Common to All Plans Sections Included in Southern Pacific Plan Only — Plan "A" Sections Included in Plaza Plan Only — Plan "C" Sections Included in Santa Fe Plan Only — Plan "D" Sections Common to Southern Pacific and Plaza Plans Sections Common to Southern Pacific and Santa Fe Plans Sections Common to Flaza and Santa Fe Plans Estimates for Immediate Construction liy Units Sections for Southern Pacific Plan — Plan "A" Sections for Plaza Plan — Plan "C" Sections for Santa Fe Plan — Plan "D" Keys to Assembly of Unit Estimates for Complete Plans Ultimate Plan Plans in Which Estimate Sections Occur Sections in Each Plan Immediate Construction Plan in Which Estimate Sections Occur Section in Each Plan Alphabetical List of Estimate Sections and Plans in Which They Occur Summary of Unit Estimates for Complete Plans (Tables) Ultimate Plan With Union Passenger Station at Southern Pacific Station Site With Union Passenger Station at Plaza Site With Union Passenger Station at Santa Fe Station Site Immediate Construction With Union Passenger Station at Southern Pacific Station Site With Union Passenger Station at Plaza Site With Union Passenger Station at Santa Fe Station Site ClIAPTKR XX ESTIMATES SOURCES OF DATA It goes without saying that a very large anidiint of data was required for the purposes of this report. A considerable portion of the time and expense of the entire investigation is chargeable to the accunuilation. veri- fication and assembly of the necessary underlying information. W ithout the co-operation of the carriers, and of the city authorities, we should have been unable to complete the report in the time consumed and much valuable data could not have been obtained at all. Information regarding carriers' statistics and physical characteristics was requested from the railroads. Much of this information was a matter of record; some was furnished at a minimum expenditure nf time and some required a month or nicjre to analyze and record. Other information was not a matter of record and required surveys, or such work as counting passen- gers; certain information was submitted as confidential. i)articularly costs of lands, or passengers carried to and from certain points, and we have agreed to regard such data as executive. Generally, all railroad data was stisfactory and only in a few cases was it necessary to make corrections. We wish to say that our requests were cheerfully met, in an evident spirit of co-operation, and the data furnished as rapidly as was possible under existing conditions. These conditions, arising from the lack of cler- ical and other help, caused by the war and the federal control of railroads, were fully realized by us and we have been careful to request only such data as was deemed essential, and not to press the carriers in the matter of time. In addition to information received from the carriers, the City of Los Angeles, through its City Engineer and the Chief Engineer of the Board of Public Utilities, the Board of Education and the Registrar, furnished us with considerable data, always most courteously and promptly. The County of Los Angeles, particularly through the Assessor's office, has also furnished a large amount of data, and here, too, we have received the earnest co-opera- tion of the officials with whom we took up our questions. General information has been supplied by certain quasi-public bodies, notably the Chamber of Commerce. MAPS AND PROFILES Our first task, almost, was to construct a "base map" to be used as a basis for future studies. The City of Los Angeles Exhibit No. 5— "Railroad and Industrial Map of the City of Los Angeles." Drawing No. 515, Scale 1 inch to 200 feet, was found to be, after some investigation, best suited for this purpose. After tracing this map. it was found in some cases the street S3i2 Los Ant.ei.es Terminal lNVESTi(;ATinN names did not agree with those on the ground, that certain streets were shown which appeared to be vacated, and that there were several other questions which required some verification for our purposes. This is in no manner a reflection on this Exhibit, but is simply drawing attention to the fact that the map only purported to be correct up to September 11, 1917, and that certain changes had taken place in the interim. Furthermore, the orig- inal map was made for a purpose different from ours and had to be adapted to our needs. Accordingly, we obtained from the City of Los Angeles prints of the so-called "District Map" which is on a larger scale, and which is. as we understand, kept up to date as far as street names, new streets, and vacated streets are concerned, and endeavored to have our "Base Map" agree with this "District Map." As we decided to make our tracing some- what larger than the Board of Public Utilities' map, Mr. F. D. Howell, the Chief Engineer of the Board, kindly consented to plot for us the land and street names in part of the district, which were outside of the boundary of the map prepared by the Board. It also developed that there were a few minor discrepancies between the spur tracks, as shown on the City's Exhibit, and as they actually existed upon the ground, some of which were due to the construction or rearrange- ment of these spur tracks subsequent to the date of the City of Los Angeles Exhibit No. 3. These have been corrected, as far as was possible, within the limits covered by our "Base Map." This map is on file with the Com- mission and is the original from which the photo-reproductions appearing in this report were prepared. The original is too large to be made a part of any report, being about 18 feet long. As the lands owned by the carriers appeared to be of primary impor- tance, we early attempted to secure the limits of such lands, whether owned, leased, or owned and leased to others. This information was obtained by sending a copy of City of Los Angeles Exhibit No. 3 to the Southern Pa- cific Company, the Atchison, Topeka and Santa Fe Railway Company-Coast Lines, Los Angeles and Salt Lake Railway Company, and the Los Angeles Railway Corporation, with the request that they show* this information for their properties in color. After having received these maps, the ownership of the lands involved was verified at the County Assessor's office and all dis- crepancies ironed out and the necessary corrections made. This map is the basis of the small maps in this report showing carrier lands. In connection with the elimination of grade crossings adjacent to the Los Angeles River it was necessary to secure profiles of the river and of the adjacent tracks of the Santa Fe and Salt Lake Railways and of the various streets crossing the river. The City of Los Angeles Exhibit No. 1 appeared to present part of the information desired, but since the Chief Engineer of the Board of Public Utilities verbally advised that the profile was made up from such information as was at hand, and since the report of Messrs. Ham- Estimates 5.^3 lin, Howell and Storrow (which was attachcfl to the Application in Case 970 and marked Hxhibit "A") also states that this pmlile was made ui> fnmi information available at the time, it was thought advisable to verify the grade lines of the two carriers whose tracks arc adjacent to the railroad. The Salt Lake advised that the grade of its track was correct. The Santa Fe, however, submitted a profile of its track which dilTcr-^ slightly from map shown by City of Los Angeles Exhibit No. 2. The Southern Pacific and Salt Lake, in response to our request, made surveys to determine the profiles of the various streets crossing the river. and these have been used as a basis for the studies of possible viaducts across the river and for the street grades of the ajiproaches. For a study of the excavation required for the depression of the Santa Fe and Salt Lake tracks along the Los Angeles River, we used cross-sec- tions which were obtained from these two roads. The .'^alt Lake had. we found, rather recently taken cross-sections of its roadbed at 200 feet in- tervals, which were a\ailable. The Santa Fe found it necessary to cross- section its roadbed, which was also done at 200 feet intervals, and prei)are a profile. These cross-sections are of sjjccial value because, among other information, they present a profile of the bed of the river right u\) to date. This is in general below the grade of previous records, showing the constant lowering of the ri\cr bottom, except south of Xintli Street, where there was evidently a raise between l')14 and 1918. With these changes. City of Los Angeles Exhibit No. 1 was made a basis for the study of the elimination of grade crossings adjacent to the river, the present elevation of tracks and river bed being shown on the four profiles found in Chai)ter \ I. On all drawings elevations have been referred, as far as possible, to the M,! i 548 Los Angeles Terminal Investigation DL- DM- DK — New double-track surface line of the Pacific Electric from Sixth and Ceres Avenue, via Sixth and Mateo Streets, to proposed union station (Section DJ). including terminal tracks at station. No new land required 238.944 Depression of Santa Fe main line tracks along the river be- tween center lines of Seventh and Ninth Streets, including reconstruction of old main line and coach yard. No new land required 129,408 -New double-track elevated construction for Pacific Electric from a point on Section DR west of Alameda Street to near Fourth Street viaduct and from opposite Turner Street across the Los Angeles River at Aliso Street to the present main line at Brooklyn Avenue via private right of way 350 feet south of and parallel to Sixth Street and also new track- age through union station yard. Includes interlocking at junction of Section DR. Land practically all in carrier ownership 885.633 ■New viaduct across the river at Ninth Street, including cross- ing of proposed new coach yard. No new land required.... 436,255 ■New Salt Lake freight terminal between Eighth and Hunter Streets, including double-track connection to Butte Street (Section X). No new land necessary 286,564 New union coach yard at Santa Fe shop site, including that part of the coach yard tracks north of Ninth Street. New land is necessary 1,166,277 -New double-track connection between Santa Fe tracks along the river north of Macy Street and Southern Pacific tracks in Alhambra Avenue. New land is necessary 123,650 ■New team yard at present site of Southern Pacific coach yard, including connection with freight tracks in .-Mameda Street and cost of removal of present facilities. No new land necessary 528,203 DN- DO- DP- DQ- DV- Sections Common to Southern Pacific and Plaza Plans \ — .\bandonment of all Southern Pacific facilities at their present coach yard at Shearer and Alameda Streets with all cost of removal. Lands released from transportation use. . (Credit) 1.574,382 AO — Team track at proposed Salt Lake freight terminal site be- tween Eighth and Hunter Streets, including a connection to tracks in Alameda Street. No new land necessary 304,056 CD — Reconstruction of Southern Pacific L. C. L. freight facilities east of Alameda and North Spring Streets and between Llewellyn and Alpine Streets, into a team yard, and in- cluding removal of present freight houses. No new land required 148,271 CJ — New L. C. L. station at Santa Fe site, including all changes between center lines of Aliso and Seventh Streets. No new land required 2,575,942 CL — Depression and double-tracking of Santa Fe tracks along the river between the center lines of Seventh and Ninth Streets, including depression of old main line, and south of Seventh Estimates ^_^r) beu^^';n° '"'f ""'^" Seventh Street viaduct and connection betNveen coach yard and new tracks along the river. No new land required ^^~^Zuirer '"°'' "" '"'"■ ^'^'"'hStreety'No'newIand '"'''' ''""^*^ 415,419 Sections Common to Southern Pacific and Santa Fe Plans DB-Depression of Southern PaciHc tracks in Alhambra Avenue from the west bank of the river to a point 1145 feet west IN o new land required I 7 1 J? DH-Depression and double-tracking of Santa Fe tracks (on new right of way between Spring and Main Streets, removing tracks from the official bed of river), from point of change o grade near North Broadway (Section E) to center line ot Ahso Street, including spur changes and Keller Street connections. New land is necessary 215,298 Sections Common to Plaza and Santa Fe Plans K— Depression and double-tracking of Salt Lake tracks along the river from appro.ximately Humboldt Street (.Section D) to the point where the new connecting tracks mentioned un- der Z. meet the present tracks near Alosta Street and Boyle Avenue. Includes necessary industry track and yard changes and connection with Pacific Electric transfer at Elliott Street and part of connection between Salt Lake and South- ern Pacific at Alhambra Avenue. New land necessary near ^^^^y Sf^«t ' 353.602 S— Abandonment of all Southern Pacific and Wells-Fargo facilities at the present site of the Southern Pacific passenger sta- tion, with all costs of removal. Lands released from trans- portation purposes (credit) 1.243,654 AC— .Second track on northerly side of present Santa Fe main line from Section Z to connection with track No. 1 of new Santa Fe yard east of Hobart. No new land necessary 31,510 AD— Single track connection between Santa Fe and Salt Lake at Hobart. New land is necessary 47,510 ESTIMATES FOR IMMEDIATE CONSTRUCTION UNITS The foregoing sections are used in estimating the total cost of the ulti- mate plans. It will not, however, be necessary to provide all of the ultimate facilities at once. The following list indicates the sections for such con- structiciii as is deemed necessary at once ( M = Modification) : Sections for Southern Pacific Plan — Plan "A." B — Same as ultimate plan $ 67.272 C— do do 173.464 G — do do M— do do 357.557 550 Los AxciELES Termixaf. Investigation N— do do 1,047 P— do do 4,436 T— do do 416,936 V— do do (Credit) 1,574,382 AM— do do 902,423 DR— do do 1,671,590 M-1 — Single-track connection witli Salt Lake tracks on Bntte Street and Santa Fe tracks at Redondo Jnnction. No new land is required 9,116 M-2 — Depression of Santa Fe tracks along the river, between First Street and Alhambra Avenue, including double-tracking and the abandonment of the present main line. No new land is required 126.828 M-6 — Temporary single-track connection between Butte Street line of the Salt Lake and the main line of the Salt Lake, between the Los Angeles River and Soto Street. No new land necessary 5,715 M-7 — Depression on the Santa Fe tracks to pass under the pro- posed Southern Pacific elevated tracks just south of Sixth Street. A temporary grade would be run from Station 127 to Station 133 plus 38 and from Station 142 to Station 151 plus 52 (Fig. 27. page 147). No new land is required 24,826 M-10 — Double-tracking of Salt Lake from .\lhambra Avenue to Humboldt Street (Section MD) on present grade. No new land is required 48,290 M.l — Same as ultimate plan, except for grading. In the immediate plan Alhambra Avenue is not to be depressed 65,631 MY — .\ single-track connection instead of a double track, as pro- posed in the ultimate plan. Same land required as for ulti- mate plan. New land is necessary 49,707 MAK — Construction of new steam passenger double tracks from foot of elevated north of Fourth Street to Alhambra Avenue on depressed grade and depression and double-tracking of the Salt Lake tracks from Alhambra Avenue to Seventh Street, to pass under the proposed bridges at Macy and Aliso Streets. Under this plan the main line passenger tracks' center lines would be built 77 ft. and 90 ft. from the official river bank between First and Aliso Streets and 15 ft. and 28 ft. from the official river bank between Alhambra Avenue and Aliso Street. A temporary grade would be con- structed from Station 50 (Fig. 27. page 147) just south of Al- hambra Avenue, to Station 74 plus 90 — Macy Street. Be- tween Macy Street and First Street the tracks would be on their ultimate grade. South of First Street the estimate lor immediate construction is based on construction of two freight tracks 15 and 28 feet from the official bank of the river, two main line steam passenger tracks at 77 ft. and QO ft., respectively, from the official bank of the river, and two Pacific Electric tracks 46 ft. and 59 ft. from the official bank of the river. These last four tracks would join Section AN at the foot of the trestle approach to the proposed curved bridges across the Los Angeles River north of Seventh Street. For all six tracks the ultimate grade would be fol- Estimates 551 lowed from First Street to the foot of the trestle. The two tracks to be built adjacent to the river (15 feet and 28 feet centers) would be constructed on their ultimate grade from Aliso Street to the northerly curved bridge (Station 136 plus 50) and on a temporary grade from this point to Seventh Street, rising in this distance from the ultimate depressed grade to the present grade at Seventh Street. New land is required the same as in Section AK 310,518 MAL — Same as ultimate Section AL, except less trackage 919.662 MAN — Same as ultimate plan, e.KCcpt .cjrading. The southerly ■10(W feet of the south approach v.ill be on a different grade, to connect with present tracks at present elevation at Ninth Street 1,555.749 MAS— Same as ultimate plan, with the exception of smaller build- in.gs for express 1,177.-412 MD-1 — Connections between new dou1)le tracks along east bank of river and Santa Fe and Salt Lake tracks at Humboldt Street, including interlocking 60,035 Sections for Plaza Plan — Plan "C" E — Same as ultimate plan $ 23.479 M— do do 357.557 N— do do 1.047 P— do do •1.436 S— do do (Credit) 1.243.654 T— do do 416.9.S6 V do do (Credit) 1.574.382 AC— do do -51.510 AD— do do 47.510 CC— do do 359.536 CD- do do 148.271 CE- do do 730.901 CK- do do ■• -W-074 CM- do do •5««'«1 DR- do do 107.159 M-1— Same as M-1 in "A" Plan 9-H6 M-2— Depression and double-tracking of the Santa Fe tracks be- tween First Street and Alhambra .Avenue, to pass under pro- posed viaducts at Macy and Aliso Streets. No new land is required '-6.828 M-3— Depression of tlic Salt Lake tracks between First Street and Alhambra Avenue to pass under Macy Street and .Miso Street viaducts. Grading for double track. New land is required to remove tracks from official bed of river 162.482 M-4-Same as M-4 in "D" Plan -^-'-S^O M-5— Single-track connections between Santa Fe tracks on private right of way between Industrial and Sixth Streets and Southern Pacific tracks on Alameda Street. No new land is . , $ 7.351 required ' .„ M-6— Same as in "A" Plan _ ; • ■"'■' ■"' MA— Enlargement of the classification yard along the San Fernando Road sufficient to replace the trackage diverted from freight 1 . JO'HN RANDOLPH HAYNES AND D3RA HAYNES FOUNDATION LIBRARY LOS ANGELES, - - CALIFORNIA 552 Los Angeles Terminal Investigation use by the use of the present freight yard as a coach yard.. 1.198,127 MV— Same as MY for "A" Plan 49,707 MCA — Same as ultimate plan, except westerly half of yard is allowed to remain as at present 516,264 MCB — Same as ultimate plan, with the exception of additional grading, the ultimate plan being predicated on the depression of Alhambra Avenue 155,835 MCF — Same as ultimate plan, with the exception of fewer tracks and smaller buildings for baggage and express 7,696,720 MCJ — Construction of Sheds A and B and necessary house tracks, re-arrangement of yard and double tracks along river from First Street to 1215 feet north of Seventh Street to 1215 feet north of Seventh Street. No new land required 772.3ii MD-2 — Single-track connection on ultimate alignment between Santa Fe tracks at east end. of Humboldt Bridge and Salt Lake tracks in Humboldt Street. New land is required, same as in Section D 38,447 Sections for Santa Fe Plan — Plan "D" E — Same as ultimate plan 23,479 M— do do 357.557 N— .. do do 1,047 P— do do 4,436 S— do do (Credit) 1,243,654 T— do do 416.936 V— do do (Credit) 1,574,382 AC— do do 31,510 AD— do do 47,510 DK— do do 238,944 DM— do do 885,633 DR— do do 1,671.590 M-1— Same as M-1 in "A" Plan 9,116 M-3— Same as in "C" Plan 162,482 M-4 — Double-tracking of the Santa Fe main line from Redoudo Junction to east end of first curve east of Los Angeles River, to join Section AC. No new land is required 32,550 M-5 — Same as in "C" Plan 7,351 M-6— do do 5,715 M-8 — Same as Section M-2 in "C" Plan, with the exception of ex- tending from Aliso Street to Alhambra Avenue instead of from First Street to Alhambra Avenue. No new land is required ■. 53,827 M-9 — Double-tracking of Santa Fe tracks, Alhambra Avenue to Section E by conversion of present passing tracks into sec- ond track main line. On present alignment, no new land is required 9,086 MO — Construction of sufficient trackage at new Santa Fe yard at Hobart, to take the place of the freight yard used as a union passenger station site under this plan. Land already acquired 579,127 MY— Same as in Plan "A" 49,707 MD-2— Same as MD-2 in Plaza Plan 38,447 MDJ — Union Passenger Station. Same as ultimate plan, except smaller buildings and facilities. Includes depression between Estimates 533 Aliso Street and Station 122 plus 11 (Fifj. 26) with temporary use of present grade between Station 122 plus 11 and Seventh otreet ,,_,„. vfnp c ■• 2.J77.040 MUH-Samc as ultimate plan, except that ".uture tracks" are omitted I nn-^,, \jiT\r\ c ,• 1.003,673 MUg— Same as ultimate plan, with the exception of gradiiiR. the grading for the temporary plan being based on Alhamhra Avenue not being depressed 121570 The following tabulations show for the A. C and 1) Plans, I.nth ultimate and immediate: KEYS TO ASSEMBLY OF UNIT ESTIMATES FOR COMPLETE PLANS ULTIMATE PLAN PLANS IN WHICH ESTIMATE SECTIONS OCCUR Plans ALL A C D A and C AandD CandD A P AG CA D,I V DB K S § AK CB DK* AO DH s C R AL CC DL CD AC D T AM* CE DM* CJ AD E U AN CF DX CL F W AS CG DO CN G X CH DP H Y CK* KV I Z CM* J AA L» AB* M AT N DR* 27 6 9 6 2 4 = 63 SECTION IN EACH PLAN A C D A P AL A Q CA A AD B Q AM* B R CB B I' AT C R AN C S CC C (I DB D T AO D T CD D H DM E U AS E U CE E s IXI F V AT F V CF F T DK* ('. w CD G w CG c; r DL H X CJ H X CH H w DM* I Y CL I Y CJ I X DX J Z CN J Z CK* J N DO T,* A A DB K A A CL K z DP M AB* DH L* AB* CM* L* A A DQ \ AG DR* M AC- CX M AB* DR* AK X P AD AO AT DR* X AC DV 41 46 42 * Sections for Pacific Electric PniKvay. not involving steam roads. 554 Los Angeles Terminal Lwestigatiox IMMEDIATE CONSTRUCTION PLANS IN WHICH ESTIMATE SECTIONS OCCUR Plans ALL A C D A and C C and D M B CO DK* V E N C CD DM* M-2 S P G CE M-8 AC T AG CK* M-9 AD DR* AM* CM* MO M-3 M-1 M-7 MA MDJ M-4 M-6 M-10 MCA MDP M-5 MY MJ MAK MAL MAN MAS MCB MCF MCJ MDQ MD-2 MD-1 13 10 8 2 8 = 49 SECTIONS IN EACH PLAN A Plan CPlaii L DPla B AG MJ E CD M-6 E DK M-9 C AM* MY M CE MA M DM* MO G DR* MAK N CK* MY N DR* MY M M-1 MAL P CM* MCA P M-1 MD-2 N M-2 MAN S DR* MCB S M-3 MDJ P M-6 MAS T M-1 MCF T M-4 MDP T M-7 MD-1 V M-2 MCJ AC M-5 MDQ V M-10 AC AD CC M-3 M-4 M-5 MD-2 AD M-6 M-8 23 28 24 * Sections for Pacific Electric Riiilwav not involvins steam roads. Fs 11 MATES 555 The next tabulation gives an alphabetical list of estimate sections, the plans in which they are used and the estimate for each sectir ion. ALPHABETICAL LIST OF ESTIMATE SECTIONS AND PLANS IN WHICH THEY OCCUR Sectio n Plan Amount Section Plan .Amount Section Plan .\motmt A B A, C. D A, C. D ?1,S7S.157 67.271.' AK A I, A A $398,249 1.099,475 DV I) $528. 203 C A, C, D 17:1464 AM A 902,423 D E A, C, D A, C, D oO.Ml 23,479 AX AU A A. C, 1,545!322 304,056 .\1.\ M.\K C A 1,198,127 310.518 F G A, C, D 111,051 AS A 1,420.946 MAI. A 919,662 A, C, D AT A, C, D 176.694 .MAN A 1,555,749 H A, C, D 543.084 CA C 629,710 .MAS A 1.177.412 I A, C, D 45,9,s:? CH C 165,902 MCA C 516]2(>4 J A, C, D 64,.502 Cf C 359,.536 MCH C 1.5,5,835 K C, D 3.i3.602 CD A, C 14,8,271 MCF C 7.696,720 L A, C, U 141,392 CE C 730,901 .MCJ C 772,.333 M A, C, D 3.57,. 557 CK C 8.665,233 -MDl A 60,035 N A, C, D 1,047 C(i C 381.920 MD2 C, D 38.447 A, C, D 957,030 CH C 206,4.59 MDJ D 2,,577,040 P A, C, D 4,436 C.I A, C 2.575.942 MDP D 1 .005,673 Q A, C, D 390,209 CK C 39.074 .MDQ D 121 ..570 R A, C, D 856,28,5 CI, A, C 46.227 .M.I A 6.5.631 S C, D 1,243,6.54* CM C 3.S,S0.816 MO D 579,127 T A, C, D 416.936 CN A, C 415,419 MV A. C. D 49,707 U A, C, D .567..59I DB A, D 12,122 Ml A. C, D 0,116 V A, C 1,. 574,382* DH A, D 215,298 .M2 A, C 126,828 w A, C, D 201,272 D.I D 3,513,541 .M3 C. D 162,482 X A, C, D 97,2.58 DK D 238,944 .M4 C. D 32,.550 Y A, C, D .57,773 DL D 129,408 .M5 C. D 7,351 Z A, C. D 322.124 D.M D 88.5,633 .M6 A, C, D 5,715 AA A, C, D 37.866 DN D 436,2.55 M7 A 24,826 AB A, C, D 8,694 DO D 286,564 MS n 53,827 AC C, D 31,510 DP D 1,166,277 .M9 D 9,086 AD C, D 47.510 Dii D 123,6.50 .MIO A AG A 66.729 DH A. r. I) 1.671, .590 48,290 * Crodit. The total of the amounts in the above table is $57.645. .^9v^. This figure gives some idea of the large amount of estimating which was done and the quantity of detail work necessary. In addition, many other estimates were made, the grand total ajjproximating $100,000,000. 556 Los Angeles Terminal Investigation Assembly of Unit Estimates for Complete Plans The following six tables (Tables A-1, C-1, D-1, A-2, C-2 and D-2) show the assembly, or grouping of the estimate sections into primary groups. This was done in order to reduce the numlier of divisions intC) which the whole plan is divided and to bring the sections together under brief head- ings which are more descriptive of the different phases of work necessary than the titles of the estimate sections. The two tables in Chapter XI\' (pages ^'>4 and 39.^), which are a final •nummary of each complete plan and comparisons of the three plans, are the result of the assembly and grouping shown in the six tables above re- ferred to. The following tabulations show for the A, C and D Plans, both ultimate and immediate, — (1) In which plans the various sections occur. (2) The sections to be assembled for each of the three plans. (3) Distinguishment between steam road and Pacific Electric construction. TABLE A-1 ASSEMBLY OF ESTIMATE SECTIONS INTO PRIMARY GROUPS PLAN "A" ULTIMATE PLAN Est. ^^^°^ PASSENGER STATION AT SOUTHERN PACIFIC STATION SITE Key Group *" „. . , AcquUilmu ot I'ropiTly J=p„,„i. : :::■.::::;: "JK _K _j,^ :: 'SS Ar 9 n„„ r Tt . $2,099,817 M9«,864 $169..W7 tl>.»66.2«N CJ 4 UmonFre.ghtStat.on $,.394,404 „s,.5M . .2,575.942 .') Viaducts over Los Angeles River; 1; BiikorSl A,,,,,,,,,,-li 10 Ni.rll, Broadway BridBo $111,051 $111055 *-> Removal of \nrti Snrinu .^( nr:^.T,. •Ill, uoa Removal of .N'orlh iSprinn St. Bridei' n New Viaduct at Macy St 321.383 5,679 30 495 357 .557 R New Viaduot at Fourth St.. 773.185 48 Jm ^r'.i. ^^'^l Q New Viaduct at First St. 773,165 46,488 .36. i3:' R56,2S5 $431,255 $3,658,132 $59,841 23.479 «i «ew viaauct at first St.. 374 5.19 ^\,M -ion -.iio T New Viaduct at .Uiso St.. 347785 m^i Tr^r V New Viaduct at Seventh St i26275 Ulifi t^lll CN New Viaduct at Ninth St 369.464 ^^^^l «.9M ilS.m Total $3,157,551 6 Depression of, and New, Tracks along River: U r.iiincction^ Ivi.-l ,.|id lluTiil...iai Si Bridcc. . $41,256 }^ C(unn.iliuns\V,.sl iMid Hiiinln.ldt SI. BridRe.. 23.479 z., ,i, i Depression.\lhanilira Ave. KiLstofandalRivcr 45,983 45'9li3 N Removal .Macy and .\li.so .Santa Fc Crossings. 1.047 1047 y Depres.sion Santa FcSoulh of Ninth St 201.272 201 272 AK Deprcs.Hion .Salt Lake— Humboldt to Alosla.. 287.765 28,619 81,865 398249 )ji^ L)eprfs,sioii Santa Fe— Seventh to .Ninth 46,227 , 46 227 IJH Depression .Santa Fe— Broadway to Aliso 101,622 98,205 15,471 215 298 L)B Depression .\lhambra West of River 12,122 12,122 Total $760,773 $138,187 $104,558 $1,003,518 S New Tracks for Southern Pacific, East Bank of River, North of Humboldt St. : B New Approacli — l.o... IVIiz Koad Bridne,. , $67,272 $67,272 C NewTracks— Humboldt toDayton.Kast Bank 138.070 $31,274 $4,120 173!4M J New Connection — Southern PaciBc and Salt Lake at Alhainbra and River 39.895 18.741 5.866 64.502 Total $245,237 $50,015 $9,986 $305,238 9 Butte St. Trackage and Santa Fe Subway: X Tracks— Butte St.. Alameda St. to River. $90,186 $3,716 $3,356 $97,258 ■^ New Connection— .\lameda St. to Butte St.. S. E 29.712 18.604 9.457 57.773 .\.\ Santa Fe .Ave. Subway 37.860 37, 860 Total $157,758 $22,320 $12,813 $192,891 10 New Trackage— River to Hobart and Connections: New Bridge and Wve East of River $269,218 $49,405 $3,501 $322,124 NewConnectioii— Salt Lake Br. to Santa Fe. 61.640 5.089 69.729 Tot.K-t rack l-:K-vated for Pacific Eli-ctric New Douhle-track Elevated for Pacific Electric Tola! DK 21 New Surface Line to Proposed Union Station. . ■"' Freight Tracks: .\lacy St. and River lo Echandia ^ard. Raise Transfer Tracks— Santa Fe Ave and Butte St Total Grand Total A DO 12 P l.'i AT DV 14 S 16 17 4:<3.869 321.3s:i ■-.■(. 165 374.559 347. 7S5 426.275 390.300 $17,159 5.679 46.4HX «1I2. 11.56 .1(1. 4115 .■)6.6;i2 1.5.r).50 611. 1.51 141.316 45.9.55 .',11 .i-l :i:.: .■,.-,: t.t,. j.-.-i $3,178,387 $69,326 H31. 2.55 w.i.r^ no. $41.2.56 $11,363 $7,222 $559,841 23.479 23.479 45.983 45.983 271.389 29.407 27.SOO $25,000 353.602 1.047 1.047 201.272 201.272 12.122 12.122 101.622 98.205 15.471 215.298 70.473 58.035 $109,434 129. 40« $768,643 $138,975 $25,000 $1,042,052 $67,272 138.070 $31,274 $4.1'>0 $67.-272 173.464 39.895 18.741 $50,015 5.866 $9,986 64.502 $245,237 $305,238 $90. 186 29.712 37.86'J $3,716 18.604 $3,356 9.457 $97,258 57.773 .37.8*0 $157,758 $22,320 $12,813 $192,891 $269,218 $49,405 $:i..50l $;!22. 124 31.510 31.510 41.200 6.310 $55,715 $3,501 - 47.510 $341,928 $401,144 $1,878,157 9.57.030 H. 878. 157 957.030 $2.8.35.187 $2,835,187 $286.. 5IM $2X6.564 g $4,436 $4,436 $176,694 $176,694 402.922 $125,281 $125,281 528.203 $579,616 $704,897 •$96,843 •$! .719.918 $573. 104 •$1,243,654 $8.54.363 1. 092. 1 14 $1,946,477 $238,944 $110,146 « f.'lt $97,441, $31,270 482.030 $513,300 $97,446 $11,246 $885,633 1.671.590 $2,557,223 $23».»44 »:tl .'46 •$300.S72 II ITS 336 $456 2.5.'. •Credit. TABLE A-2 ASSEMBLY OF ESTIMATE SECTIONS INTO PRIMARY GROUPS PLAN "A" IMMEDIATE PLAN UNION PASSENGER STATION AT SOUTHERN PACIFIC STATION SITE Est. Sec. Key Group Acquisition of Property MAN MAS G M T N M2 M7 MAK MI MIO MDI B C MJ AG P M6 MY Item STEAM ROADS 1 Passenger Terminal, Approaches, etc.: Elevated Tracks Intn I'nion Terminal at Southern Pacific Site ^ SI. 524. 479 Reconstruction of Southern Pacific Station into L^nion Terminal Total 2 Union Coach Yard, 4 Union L. C. L. Freight Station 5 Viaducts Over Los Angeles River: Removal of North Spring St- Bridge New Viaduct of Macy St New Viaduct of Aliso St Total 6 Depression of and New Tracks Along River: Removal of Santa Fe Crossings— Macy and Aliso St Depression of Santa Fe Tracks — Aliso to Alhambra Depression of Santa Fe Tracks under Southern Pacific Elevated New Steam Passenger Double Tracks Total S350,953 Main Line Tracks and Connections, Not De- pressed: New Connection — Salt Lake and Santa Fe at Redondo Junction Double Tracking Salt Lake — Alhambra to Humboldt Connection between Double Tracks along River and Santa Fe and Salt Lake Tracks . Total 8 New Tracks for Southern Pacific^East Bank of River, North of Humboldt St.: New Approach — Los Et-liz Rimd liridge New Tracks — Humboldt to Dayton, East Bank New Double Track Connection between Salt Lake and Southern Pacific Total . 10 New Trackage — River to Hobart and Connections 1 1 New Freight Yards, Southern Pacific and Santa Fe 13 NewConnections—Rehef of Alameda St. Switching Connection — Jackson St. Spur and Santa Fe Tracks Connection — Salt Lake Main Line and Butte St. Track Connection — Alameda St. Track and Butte St. Track Total 14 Team Yards . 16 Release Southern Pacific Station Site 17 Release Southern Pacific Coach Yard Site , Physical — Construc- tion Land Improve- ments Property Damage Total SI. 524, 479 S3 1.270 $1,555,749 503,350 665,594 S8.468 1.177,412 $2,027,829 $696,864 58,468 $2,733,161 5836,182 583.480 $919,662 S32 1,383 347,785 $5,679 530,495 69,151 $357! 557 416,936 S66n,168 So, 679 $99,646 5774,493 SI, 047 51,047 126,828 126.828 24,826 198,252 $27,569 $84,697 24,826 310,518 $27,569 $84,697 59.116 48.290 48,672 511.363 $11,363 $106,078 567,272 138.070 531,274 54,120 41.144 18,6,50 5.837 5246.486 $49,924 $9,957 561.640 $5,089 $4,436 5.715 21.785 518.512 $9,410 $31,936 $18,512 $9,410 $463,219 89,116 48,290 60,035 5117,441 $67,272 173,464 65.631 $306,367 566.729 •544,964 •51,651,262 5121,844 $4,436 5,715 49,707 559,858 •SI. 574, 382 ELECTRIC ROAD 20 Elevated— Pacific Electric Station to Brooklyn Ave. and to Fourteenth St.: AM Elevated — Sixth and Alameda to Brooklyn Ave. via Salt Lake DR Elevated— Pacific Electric Station to Four- teenth St Total Grand Total NOTE: * Designates credit. $902,423 1.092.114 $482,030 $1,994,537 $482,030 $97,446 $97,446 $6,279,845 '$354,232 $415,302 5902,423 1,671,590 $2,574,013 $99,646 $6,440,561 ApI'KXDIX 561 TABLE C-2 ASSEMBLY OF ESTIMATE SECTIONS INTO PRIMARY GROUPS PLAN 'C" IMMEDIATE PLAN UNION PASSENGER STATION AT PLAZA SITE Est. Sec. Key G roi CC CE MCB MCF 1 MCA 2 MCJ 4 M T 5 N 6 M-2 M-3 Phyaicul CouBl ruc- tion 1292.226 400.070 61.212 3.I67.74S 1321.383 347. 7S5 JOWI.IftS tl.U47 126.828 49. 186 ake and Santa Fe at Hobart Double-tracking Santa Fe Main Line at Re- dondo Junction Total 11 New Freight Yards — Southern Pacific and Santa Fe: New Trackage — Santa Fe Yard at Hobart 13 New Connections— Relief of Alameda St. Switching: Connection — Jackson St. Spur and Santa Fe Tracks Connection^Alameda St. and Santa Fe, near Industrial St Connection — Salt Lake Main Line and Butte St. Track Connection — Alameda St. Track and Butte St. Track Total 14 Team Yards 16 Release Southern Pacific Station Site 17 Release Southern Pacific Coach Yard Site.. S39.287 S27.831 $105,260 $ 6,310 S579.127 S4,436 7,351 5.715 21,785 $18,512 S18.512 SS5.465 SS5.465 9.116 9,086 19,862 $11,363 $7,222 45,238 71,725 4,607 $106,781 $83,088 $11,829 $31,510 41,200 $6,310 32,550 $9,410 $9,410 $99,646 $774,493 $1,047 162,482 53,827 •$96,840 •$1,719,918 $573,104 $217,356 $23,479 9,116 9,086 38,447 121,570 $201,698 $31,510 47,510 32,550 $111,570 $579,127 $4,436 7,351 5,715 49,707 $67,209 •$1,243,654 ELECTRIC ROAD 20 Elevated— Pacific Electric Station to Brooklyn Ave, and to Fourteenth St.: DM Elevated — Pacific Electric Double Track DR Elevated — Pacific Electric Station to Four- teenth St Total $854,363 1.092,114 $31,270 482,030 $97,446 $97,446 GrandTotal $6,394,164 '$613,223 $967,148 $1,946,477 $513,300 " Credit. $885,633 1,671,590 $2,557,223 $99,646 $6,847,735 Appendix i n < z o X o o H C < '■B Qi C H u cn c; >< u ,C ct to s 2 Ui '•*^ J g -t^ QQ 2 O a; S <-y^ o h D < , r^ i~ oc M u 00 OS ^ f5 -^ ?; 5o§« O V t^O! 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's 2 - o »;5 -r • tC M OC CC I- c-i — -r ir; M I- n 3C o M c: ai w — t^ : = £S3 CI — X cs t^ — sr,' W OS si o cc O IN ~1 00 52 ■raoo »=;- — xoix "raioocto C .^ d~ — T I ■* UO -^ — 1^ I o ■* ' ?J5 I 2 c^ Q cc ?i;s? !SSS o o ^i oi OQ « V ^ E «■- f- ^ 5 ?-- =• -■= E - .- s n >-) < o en (A) O U < bJ O Q ° H o oo ooo CO C: re 88 CO ffi >o 2gg O CO a: Hi > u a 2 < Z o O z Ui ^ CO CO ^ z -H o ^ Q "2 w - en QQ < O H £? ^. 6§ Z ;o c-i — -r C^J CO CD 'M CO -* c^)^ t^ C'iC-i -^ CO I 2 6^ ^ (M t^ '^t* »0 00 OOO O O OOO o o O ■+ -f -^ CO CD — b- lO ■— ' trc OC' -M cc -** CO Tf lO Tt^ i-t ooo OOO' CO -'_ c-1 1:0 cC CO r- c: ^ 1-H Cl GO CO CO CD ID ffl „ c §§ 22 2 8 1— 1 id *0 t* 5? i 11 88 00 o 'M lO g CO 10 §S £■£■ i 1 88 02 ii 8 en 00 2g CO si CO 5 ^ 0: 05 00 iCi OJ as CO «CO CO 05 .— 1 f^ h* t^ ^l> §2 i 1 88 CO < -0 <; L4 P3 t3 c3 <^ "cS PS ■4^ u H > -n i ZZ fefc l-l n < V) H Z u u > J: O 5 a z u ac o u ca U u Q Q O z z (fi z Z UJ H H I O <: Qi O Z H [jj a z ^< Q U < O z o X H z o z o Q Q O z H O o a 53 u H fa c- ^Z o H 2 f::s3:^oS 3::g SgS s?gg . 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It2 50 >^OS OCici OC'OC^C r Tf CO -^ cc CO cc fc re ^ c; 00 o »o c-i !•- lO s CitO"^ w^Gcr^ i^^o ?1 C^l ^4 CI M -M CI M CC i-iOcS 'CJOC'I -^-HOC oot^io r-ooh- r^^J;Cs C3 >» _ L. c o t>- -r cs I to Cj ^ M c^ ?i 5 ifi ear 092 .531 659 842 3 t* >> CJCOOOC s§ s; o z.y--~. - c--= o ^ X CO o Q .J Q 2 < X Q cn U a: ^ 2 O Ou D u O 2 Ul CD < o O tn < bi O M n Q <; Q <; o o H eOCOOt^OOt^t^CO •£:; ^ o c^i o «) c^i CO o ^ cocoec-^cccococo o o 1^ IQ ^ or-^-HocooocD 'C Ol fM CO CO CO CC CO 'M I -^ rf ■^ "-f Ol fM t— ^ -^ H Ol (M Ol CO CO C-1 fM (M ^ COOOCOOl'-^OCO 5 'rtHCO'^t--COt^O0I:^ C:.'MC0'-''*CCCO(MC0 ^ I Q ir r^ o t^ c^i r^ o (M h- ^ t^ 1^ [^ o I-" 00 lO r- C -— 'OC^M-^-fCOr-cO rt OtOCOCiC^COh-OO -<-^ 00-^iOCOOGCOOiO o - - - ^ - - - - L-i COCOCOCO'^COCOCO -j 1-hO— 'OOiOCOO CI. ^^ t-, C:_ C:__ O Ol^ O C:_ — . (^ _H -- ,— « CI — < f GOOOIOOCOGCOCO > OOOl'MOCiI^COOO " ' ' _r^-i' _r r r J3 >.^ T3 -T* o3 o3 53 S S ^ >.-a g" 53 « o3 = £ =3 "-^-o^ c ^H o :o O <1> - - -O T3 t^ CC G-. " 3 O o c O) .« CC CO »o 0) ^ -H Tl< ri 00(M_1^_ CO CO -f -^ c ". t-. -- c o ■^ »o o CO O CO 5f COOQO co^r^ '3. !M_^ 'i~i ,__, X C S;g§£- D c CQ r^ (X' o CO ^ y^ o: o O. o ^ (M c^ ocoo w CO to to ^ lO o CO g "O OJ ""^ -C b- .-. lO O O CO lO CO CO O T3 (M OJ 'H O C5 GC »0 kC OJ t^ CO CO c coc^i_c»co Jt; (M CO t^ t^ « t^ cr cc Oi c lO O lO "ri QOCO CJ t-. CO GC lO a o o ■^ C^l o H C3 03 ^ ^ ^ (N c o j3 cc — 1 00 lO ^c f-^Ot^Tt G CO Tt* fM CM O t^ IC CO cc tH OJ 00 t^ o Oi lO 1^ oj C^ O-l Ol O — ■ cso >^ Ol ^ t^ O) CO to lO TS COOi o: oi •^.9,"*. g « (N CO ■4-» ^ c to l§ c^ C3 -3 > art o 03 O C3 C o c O ■a g -c to OJ M J'o ca > CO g O >-, 7! ;sy O OJ > 1 c I OO CD in m u u a z •< 00 7) Si o - < 05 Q U < i- O Q- a: O UJ ^ £ o D f- ^§ it 75 UJ *< O ^ z UJ 7) 72 < a. a Pi < 1/3 o M < o w m S t> z Q < Q < O Pi < E o O f-c 1^ r~ i» i~ 1^ 00 1^ i>r b, •r^'C lo ;5 o — lb ^ -¥ ^ O -^ O ic -r -J o g t: 2 « ■= ■£ T O « 1 *. ^ I H. 1 3: 5£ r '5 g ,v.' t ^ 2; i;OGC:c-rOi?: — re .- 1^ c-t c. ri — . — ^7 c: O ^. '-'i. ' ~ ^. ^- ^'' — "" I i-i M •" Ti ?; m" .. I 1 r; cc o cc CI r". c. -r lO I .Z 10 o c: o — 1- 1^ o I ul^t^tCCCOCOOOX •-5 OC'C — l-OCOCIO E.X00t^C5C:CCO(J0 'f- ' .S ?^i « P -T Ic 2 'ic C5 I Z t~ X X C". X O C X ■ >> ; ^ c- 5= H ^ X X ^ * c^ c>i c-i c^ T'l r'l n re 7,69 8,23 807,58( ioo<: c^ ■0 c: iii . t — 1^ M iC . ^ X il^ C t5 — 1- C: CO ^»Ol^ CO ^H lO C^ iC V Ol f- C-l LS — *M ^t 4?; c: •■'; ts — ^ M c X >;; . i «0 GC ift vP ^" ii? ^" "■ re •« X --.& «- 1- • -^ OS : o c^ "* C5O0 ■ >■ ■ o ■ ■a ■ o ■ 00 as :.- : Qi ^ X . X ~ - C X ^ ■ = ^- - S . -- s- 2 — o 370 Los Angeles Terminal Investigation TABLE VI TICKET SALES AT LOS ANGELES IN YEAR 1917 SOUTHERN PACIFIC, SANTA FE AND SALT LAKE RAILWAYS Class of Ticket Local Interline Total No. of No. of Revenue to No. of Tickets Tickets Originating Tickets Road and Office Sold Revenue Sold Road Sold Revenue Southern Pacific \rcade Depot. .. 255,787 $1 ,411 ,127.00 16, .568 8275.935.00 272,355 $1 ,687,062.00 River Depot 4 ,844 7 ,944 . 00 6 132 . 00 4 ,850 8 ,076 . 00 ♦Pacific Elec. Depot. 1,9.50 16,876 00 372 6,232.00 2,322 23,108.00 Uptown Office 76,239 687,486.00 35,462 656,653.00 111,701 1,344,1.39.00 Total 338,820 $2,123,433.00 52,408 $938,952.00 391,228 $3,062,385.00 Santa Fe Depot Office 148,330 $.588,864.23 15,451 $288,465.40 163,781 $877,329.63 UptowTi Office 21,777 144,417.75 36,901 1,1.53,86200 58,678 1,298,279.75 Total 170,107 $733,28198 52,352 $1 ,442,327.40 222,459 $2,175,609.38 Salt Lake Depot Office. 52,883 $121,970.67 5,010 $.59,021.27 57,893 $180,991.94 Uptown Office.. 8,796 89,00032 16,506 364,158.36 25,302 453,158.68 Total 61,679 $210,970.99 21,516 $423,179.63 83,195 $634,150.62 Combined Depot Offices 463 ,794 $2 ,146,781.90 37,407 $629,785.67 .501 ,201 $2,776,567.57 Uptown Offices 106,812 920,904.07 88,869 2,174,673.36 195,681 3,095,577.43 Total 570 ,606 $3 ,067 ,685 . 97 126 ,276 $2 ,804 ,459 . 03 696 ,882 $5 ,872 . 145 . 00 Comparisons Depot Offices 81.3% 70% 29.6% 22.5%, 71.9% 47.3% Uptown Offices 18.7%, 30% 70.4%, 77.5%, 28.1% 52.7% 100% 100%, 100%, 100% 100% 100% Local and Interline.. 82% 52% 18% 48% 100% 100% Averages Revenue per ticket: Depot Offices $4.63 $16.84 $5.54 Uptown Offices. . 8.62 24.47 15.82 Totals 5.38 22.21 8.43 "Interline" does not include tickets sold by otfier roads and 'Tnterline Revenue" is pro- portion wfiicli accrues to the three roads shown from the tickets they sell direct. * Five months only. Compiled from statistics furnished by carriers. Al'l'ENUIX 571 TABLE VII SCHEDULED PASSENGER TRAINS AT LOS ANGELES AS OF DECEMBER 31, 1917 (Compiled from Em|jloyec»' Timetables) 46 23N 6NE 17S Leaving Time Train Southern Santa Salt Train No. Pacific Fe Lake No, 30 A.M 6:35X 79 55 6:50N 37 8 7:45S 9 107 7:50N 1 77 8:00N S 102 8:30NE lOL' 42 8:30N IJl 23 8:45S 90 20 9:00S 50 2 9:00X 65 72 9:0aS 1 21 9:00N 1 122 10:00S lOo 52 10:45S 31 4 11:45NF 17 4 P.M 1:10N 15 74 1:15S 26 8 1:25S 76 18 2:00N 41 36 2:40N 51 79 2:55N oti 76 3:00S 22 2 3:00NE 24 106 3:05NE 71 110 3:30NE 33 54 4:00S 110 38 4:35N 123 25 4:40S 3 17 5:00N 19 16 5:00N t 57 5:15N 3 124 5:20S 35 66 5:25S 7 12 5:30S 11 25 6:00N 73 22 6:40N 53 40 7:20N 80 49 7:30N 75 75 8:00N 58 2 8:00S 108 10 8:30N 37 56 8:30S 26 101 10:15N 21 109 11:30N i:i 38 11:30XE :i'.i 78 1I:59S lai 20 10 4N 101 78 48 Arriving Time A.M. Southern Pacific 6:45XE 7:I5XE 7:30X 7:45X 7:.50S 8:10X 8:30NE Santa Fe 6:00S 7:10N 8:20S '8:30S' Salt Lake 8-50X 9:45X 1 1 :25X 1 1 ::inN 8:45S 8:45N I0:15X 1 1 :(K)S 8:iaS 8:208 8:35N I'..\l. 12-50S 1:40N 2:20S 2:30XE 12!l5S i2:55N 2:30S 2:40N 6:00X 6:35X 7:00X 8:55XE 9:30NK 9:59X 20 4:50S 5:00S 6:30S ■:50S ■:55X 2:30S 3:55N 4:30S 4:45S 7«)N 7:10S 8:35N 22X 6XE 20S 12X 6NE 2S 16 5X 12 5N 16 12N 7N 6NE 2S 9S 6S XOTE- Mixed trains, or trains running less than 6 days per week are not inoluded. Direc- tions entering or leaving: X, Xorth; XE, Xorth via Alhambra Ave.; S, South. lis 7S 572 Los Angeles Terminal Investigation TABLE VIII SCHEDULED PASSENGER TRAINS AT LOS ANGELES AS OF JUNE 2, 1918 (Compiled from Employees' Timetables) Train No. 21 23 107 30 77 52 4 2 72 2 25 36 122 4 102 8 2 18 74 79 no 54 27 25 57 124 34 76 17 49 75 10 4 109 38 78 36 15N 6NE 15S A.M. P.M. Leaving Time Train Arriving Time Southern Santa Salt Southern Santa Salt Pacific Fe Lake 5:40S 6:50S No. 37 79 Pacific A.xM. 6:45NE Fe ■7:15s" Lake 6:55N ■7:45N" s 101 7:25N 7:30NE 8:00N 's-oos" 121 26 7:508 8:30N 9:00NE '9;00N 9;05S 9^308" 9:35S 17 1 110 31 22 '8^5N" 8:30N 8:308 '9:05N ' 9:10S 9:40NE 50 9;25N 10;OOS 10;00N 76 1 10:15N 11:00NE 11:00NE 1:OOS' 9 51 11:00N 11:00S 2:00NE 56 11,2.5N 2:00N 24 P.M 12:158 2:05S 7 12:45S 2:55N 71 12:508 3:00NE ■4:00s" '4:408 123 3 35 1:208 '4:40NE '4:158 " 5:00N 73 4:508 5:15N 3 5:30NE 5:20S 6:008 ' 5:35N" 3 1 53 5:3dN '5:508 " 5:308 " 6:15N 80 6:00N 7:30N 26 6:108 8:00N 9:00N 10:008 " 75 35 28 6:308 7:00N 7:108 11:30N 108 7:20N 11:30NE 11:598" 109 78 36 9:05NE 10:45N 17 11 8 17 11 8 9N 4N 2N 14N 9N 3N 2N 6NE 6NE 6NE 2S 78 as 16S 28 8S 68 NOTE: Mixed trains, or trains running less than 6 days per week are not included. Direc- tion entering or leaving: N, North; NE, North via Alhambra Ave.: 8, South. i i-i n < < b] >- in u u a 2 < O o Oi u. Q u Q < a: O u. Q 2 Q U > u u u 02 a < o o OQ f^g.-'i Sis ~ — » — ~i y, — u "^ "^ 1^ "^ O O — r? re fc 55 ;£ I *»• ^ re -r X ": -)■ -r ^ 1.^ ,A '^ 1^ % I «— -^ o-r o »o f -r 3 - ■a B si •a o! O o occ¥i c:o?,t LS?; Sal: ;? !- ^ -rn.a ..-5.-.- ..- .- :s ".cli? I S " 9c cc I- It: ri t~ lo -»< _ , __ y X Ci i~(^ ," i^ XI- ,c ^ c-.n Sax ??5rr 2S3 r »c — I X c «c i.*^ »c L^ ic »c ic »o f I c-i ~r3Sf,:2 ^^Z ^?^3S -oco . '-^ ^ iy "T tr; ^- ^- Ct O X t-» d ■ -< C G« - c; .(5 -1; C ^ ?i M § "c. O : b. 2^ w •.'3 X — — o ~c^ixo -ii:? siiJr: —SS? ' -irirc riric-i ■M'Mfi ^^m ?P55 g5.'S S;gSi 2=;o I « jg t^«3cc X'ccx 4c;oo O COM o pg-^-'j^io c^-*-^ po^-v- -ri.eo ^ (NXiC CCO_b i-,^.!- Ic-Tl^ ^ X c2 J>J i2 Q X -^ Id — -sC — — ' ;d' — ' o — " e-i lO CO CO ic »C 'C ^ -^ -^ » O :0 I ^ -S^g 2;3fg ,--R S;:>2 | = r? to 113 c-< — X l~. O -T m' o' -i" I- -* -" M CI M M ~i ri r: « ^: re ri m I 1^ 02 ? (NXO I o 0»rt X /v* :0 C I- »— n — M xcocc OOt; — moo X t o core -T C5 — C: •r o •c r- r^ -^ M X « 5 O .&- i oy.~ Jc/2 H ■" U, ■" -.zZr- .30 UJ Oimui u.aiZ 9xy HZS ^ico UQZ uz<: UJq' Qu [i, X ^ "*_ Pi w rt -a a IS a o o 2 t^ o o o; s w ^ c o r- X 0007 "3 ^i ^ O O CT. ■ o C-1 o »o ■ CO t^ ■a CD ■ !D ■^ CO ■ § i '■■ >. 03 c. -»^ S o ^ O (U -T3 f^ -^ c: S d on o Q tsjC 03 c3 cc T3 g tb "o GO 00 '^ ^ CO ^ Pi _ • C-- to 00 ^„ootoo ajOOCC COONO OOOMTf H ci S5S cc O COO S? fc ■ o o ■ Ol CO ■ cocc Pi 0^ ■'c ■ 03 ■ c. ■■s • O ..'S.£: c3 03 Qi «^ O ■gPSOH 03 Q o-3-S^ OS J3 031-1 -^ -t^ -tj O o3 03 o H ■ 03 ■ +^ ■ O :h ; o . +j ■ o ' bC ■ ti : °s 15 O • c. ■ X :h :-d . a; ■ -C ■ m re •>H " c . o ll 03>»." O ° b _ s ^ g > (U fcH PQ 00 A CO U M O Z < o to Q $ X u < o u Q z -s: z o < H O Z (d V] CO -< u. o >- < Q z < Hi O < H J2 E o O 3 O as 5! sS o a o O 1^ 'TO ?5S O o 3 5 i:^ ~ay_ ^ £.. fc- — *^ a 00 A CO U O Z < CO O _- 1 c >c ; X «. u If t K-. *" CO a r~ r ^i, ^ ^ s < _^ 1 < £ a: C3 (- X a Car paci Cars 210 141 1 5 X <: M .^ o '■J I-. -d-^' = o X X w tx r "^- *- Ui ,0 c- ^^ -f S -^ -1 n s _^' < < 5 H u T3 H O C/5 T3 r U. Car Cars 34 100 o s O ^— ' U U X :c "X - < — — ^ o-r I- U a. -^' B t; Z' ^' < c r— ■' = — -r u o c o < u Q Z < X u ^ ■g O 2 < ^c u ■^ »- >. < X :;, '3 o « C IS £ o ,*r 5 e: ^- x « ic n .1^ £- i — c. ri -c — -i — =c = - - -T *i 1.- — 7 ri -r ~- — — CI e -^ ot ^ — . I 1^ =5 2 I- •■•: a: 3C iM _ ^ s - r c T -c — -!• M I C-. 5 = : = z ri «>n ~ : — — — ^.j I 5, cg.;:^-?; - 1 m - = a - '5 3 1" 5 -- — S ,3 = .r ~ c -^ -T y c. I c is £ "C — M C-l — I- ,~ - a ="- * X 1^ o o O 2^ t- TOO "^ c rS* I" -J" -^ re TO — §8 -■£ cr. J! o S Si H^- ~ a 2 « o o u u £) u _£ ^ ■^ Ol (£! C: ^ Q •a: >- bJ u O z < en O ^ O H D O Q Z < ■" < _ Q 0, 2 z^ < $ H Or cn O -^ lO C4 cc oc -^ o iC .-' ^ o ITD 00 <-• CC C ^'cioOGC -Tr^coi^ ^cot-i^ ^^2=^ f^^JiStr > 1^ iM O iC O »o O X c^ X cs c r- lO 00 ^ o »C -y C; •— ■ ^ .— ^H X CC I-^ -- C^t CO o t-- O ^M »C ■'4' OC ^ O 'M ^ O -^ C-) :Ci CO t^ C^l — -^ t^ fM X >0 'M ^ CO —• I>- CO t-- '* CO — lit c: »C I— (M O C: X C-l iO O CO — -^ X CO "^ C^l C^lt'-'^O lOXI^O Of—XOl .— .0-!tO TfC'-lCO-rf CO •— ' -^ n lO lO -^ CO CT- O -^ lO CO O CO i-O -:}■ CO t-- O coici^co Oicco"^ i>.i— 'coc; loccor- i-^oo-^ ooci^i "^ •— c^i coi— CO lOi— ic-i-^ c;cii>-0 ,_ ,_ ,_, I irj -.■ „- — ■,* --i' COt'-Tl t^QiJi— ;c^ o=t_j'7Jtr; cCXCC^ OClfM0 O 'M C- CTi tc r- ^ " COX-rTiO t^COiCX CO I-- w Ci c— ' c: lO ^ O XCi t-j g xi^ o c; lO O-l ^ o O CO CO CO UOOC CI rf -* lO CI CO '* ■— ' C?l C: C: OX CC O CO CO ^ ^ O CO -* rp w CM — CM CO CO X CO i 1-- -^ X I-" -rt- ^ CM CM .- CO '^ •-' CO C^l O t^ - QQ crt U J UJ O Z < en O ^ O H D O Q Z < z Q bJ Q Z < X en < o H X o bJ o o »2 c; 00 I (M — o c S 05 CC' lO CC ?1 S. „ ~ ce -<■ gi >o 1^ "MOM S ^9 ;S; ~ 31 I c; "M c; i~ C [^ rf X chcoi O ^1 ^1 I -1" »f^ I^ CO »0 lO I CO X t-- -r c -r I ci CI o cc X c^i en o ^ !0 Qi CD 00 OS ■ - ;c t^_ O iC Ci ^ 03 C3 O »C -C M O C| ^ ^ o iC »0 lO .-: ^ 03 I till '£,-^ -JS ! sill 6i ti? cs I ^ * 'a~,T, I 3-t -t -r«M Sg— I I~OCC«J 5 S I- I O l~ i> ',s — I -r ',c o o O l~ l~ I C". — O cc 1-XM 'O^-r — -r o •+ I >c C^I CC <0 I CO kO -^ ■ f:© c*3 !■; I 1^ X -r C. ^- 'C 71 X ri ;>i -T X •t; I'M- re X tc Sg.=§ IK- I r>.eo«o ?i 55 ! c*! s; ;D I oo-r -r ^ ift l>. CC 'T i-S -1" •r -. ^ . »-. w 1 9,"- ' i : : ii=l^ !2 i ^ ^ 1 ="' 1 r- cs t^ 1 1 ^ ai n & s ^ X J? i, C T, U .^ ■" Si ::• ~ X 3 — i cs : i: O C, X ,r X. y. I. — f-C _ ^ _ 00 oc -co CD c in CI ■"■ (O C^ ■ tfJ (O c ^ -; ^^ ^__, r— ^ - ^H ^ CO - r- !£5 Oi ■ s t— (N ■^ - r- cq CO o ■ ■?_ s ^- M • ■* CO eo - M CO (M - o "* ; 2 oC 00 CO lO CO 'S >n "5 M t^ cc - CO Oi ■ — (TJ ^ ^ c^ > w n < OJ f-H < ua >- a z 5 Q u a z O < Q ui O Z < I u Z V. > -j: '^ iM X .9 « K W ■J. 4) ti < JL ■K PC s at O "E 0^ 6 C rt -< K 9 T! n n M C t; n I-. aSg^ -* — C-1 CC CI CO OO CI t— W CO o < u ■5-o-S 5 a OM o M-r* (Kb (^d. p:.(i. .a c j: c b£ O b£. ^ |i si 5 e W u uM TABLE XVI CARLOAD FREIGHT, INBOUND AND OUTBOUND, AT LOS ANGELES DURING 1917 N". of Cars, Kailroad and Katioa .Southern Padfi,, Carloa.l l-nMsht ' ^■''^'^ ^""*« ,*^»'» El<-<-tri<- I-Inbound at Los Angeles and: ''"'"' '^>- t'.mihined % A— Sft on IrHliislrv 'I'riicks from: 2. Other Uou.ls Line Haul 14,203 26.615 5,105 1.048 46,971 B-Seton- ^''^\t, ^'^^ 8-879 1.584 89,667 25 " ^'^^''"- 43% 45% 10% 2% 100% 1. Team Tracks. 8,732 5,154 3,651 137 17,674 2. House I racks 15,490 11,478 5:662 3,885 36:515 C-Transferred to Other Koads for: '''lir^iK, '•'17%^^,^%'' 1. Line Haul 1 1 ,45,; ,; ,47,, 4 j^y, j^ _-._,- ^, .„, 2. Los Angeles Delivery. 17,571) 5,907 <.),947 9,837 4:j.270 29,035 12,386 14,818 28,362 84,601 n r V ■ t. - ^•*'' ^^'^' '8% 33%, 100% D— Company Freight 7.171 912 1.227 940 10,253 "'' ' ^' ( 12' c 9', 100% E— Through or Passing Freight 133 ,433 8 ,057 3 ,259 10 ,074 154 ,823 44 87'( 5% 2'f 6'"r 100^^ F-Total Not Transferred (A 1. 15. ' "' D, E) 189,141 39,675 17,573 15.572 261,961 75 "4'< 15''; 6'c 5'i 100% G— Total Transferred. A2, CI 25,(i.i9 33.094 9.976 19.573 88 302 25 29% 38' f ll'i 22' f 'l00<7c C.randTotal -Inbound 214 .S(K) 72,769 27,549 35,145 350 263 100 „ ^ ^ "•'' -O'f 9't lO-^t 100%, II — Outbound at Los Angeles and: A — Heceivc'd frdni Industry Tracks for: 1. Company Line Haul. " *17,931 12,969 903 474 32 277 2. Other Roads Line Haul 7 ,300 9 ,472 3 .185 1 ,884 21 ,841 25.231 22,441 4,088 2,358 ,->4.11S 16 B— Received from: 46' ; il'l 8''f, 5'7 100% 1. Team Tracks 5.426 683 240 1.888 S.237 2. House Tracks 25. .386 19,078 0,199 6,586 57,249 30,812 19,761 6,439 8,474 65.486 20 C— Received from Foreign: 46% 30% 10% 14' c 100' j 1. Line Haul 21.171 8,833 7,824 5,912 43,740 13 2, Los Angeles Industries. 8,401 3.020 3,348 3,413 18,182 29,572 11.853 11,172 9,325 61,922 47':; 19'^ i8';i \6% ioo':c 4 D— Company Freight 6,554 1.493 4.288 1,084 13,419 48'' ll'i 33'' 8'^ 100*^ E— Through or Passing Freight... 132.928 ' 8,022 3.259* 10.074 " 154,283 " 47 87% 5% 2'( 6'; lOO'',' F— Total Not Transferred (Al, H. D, E) 188,225 42.245 14,889 20,106 265,465 80 71% 16';; 0'; 7'^ 100% G_Total Transferred, A2, CI 28,471 18,305 11,009 7,890 65.581 20 43'; 28'; \-<-c 12'; loo'^c GrandTotal— Outbound. 216.6% 60.550 25,898 27,902 331,046 100 65'; 18'; 8'-; 9'-; loo^^ III Total Inbound and Outbound 431 .496 133 ,319 53 .447 03 ,047 081 .309 63'; 20<; s'; 9'; 100% IV Origin and Destination in Los Angeles 3,038 4,361 341 1,905 9,645 100 jjpfg Error in both Inbound and Outbound between Items .\2 and C2 is neglected in favor of Item A2. n c <-. * Proportions estimated by Southern Pacific Co. 580 Los Ai\t;i:i.ES Terminal Investigation TABLE XVII LESS THAN CARLOAD FREIGHT TRAFFIC LOS ANGELES, YEAR 1917 Tons (2,000 Lbs.) Salt Pacific Item Pacific Fe Lake Electric Roads Ratios Inbound : Tons: Received at Freight House, Through — Santa Fe Points. . Delivered Comiecting Lines. Total Received, Year 55,432 67,670 34,107 34,968 192,177 35% Total Received, .Average Dav (308 Days).. . Ratios. . Cars: Xumlicr Set on Hou.se Track Tons per Car Outbound : i 1 Southern Pacific Santa Fe Salt Lake ' Pacific Electric All Roads . 50,144 ' 5,288 54,132 10,669 2,869 31 ,725 2,382 26 ,750 8,218 162.751 10,669 18,757 . 55,432 67,670 34,107 34,968 192,177 180 29% 220 35% 111 18% 113 18% 624 100' s 15,490 11,478 5,662 3,885 36,515 3 .58 5.89 6 05 9 00 5 26 Tons : Original Freight House Through — Santa Fe . . . . From Comiecting Lines. ge br 1.57 ,226 97,051 10,669 3,427 23 ,236 1 ,393 52 ,962 6,312 59,274 192 16% 330 10 18 ,475 ,669 7 ,032 ,164 Total Forwarded. Year. Total Forwarded, .\vera Ratios 164 ,258 533 46% 111 ,147 361 31% 24,629 80 7% 359 1 ,308 ,166 100% Cars: Xiunbcr from House Tr ac ks. 25 ,.386 19 ,078 6,199 6,586 57 ,249 Tons per Car 1 B.46 5 84 3 94 9 00 6.27 65% Inbound and Outbound : (Xeglei'tiug duplications in tran,sfers) Tons : To and from Freight House. *207, 370 172,521 54,961 79,712 514,564 To and from Connecting Lines 12,320 6,296 3,775 14,530 36,921 Total 219,690 178,817 58,736 94,242 551,485 100% Total, Average Day. 713 581 191 305 1,790 Ratios 40' , 32% 11% 17%, 100%, Cars: To and from House Tracks... 40.870 30,556 11,861 10,471 93,764 Tons per Car 5 37 5.85 4 95 9 00 5 23 * Including through Santa Fe points. Information furnished by carriers. Year at 308 davs. o c c O a 5J •r O to-r 3; 00 re c (M c; -. M — ec ^ I r- 00 MO w5 ecu? >« Z Si OS ^ ^ i Q i t/l a? z m O < J ^ H <: Q U O z X u Ui H Z mm (/) Oi < -~o o I !c o csoo c: -* — o 000 S IS 00 I — I 00 oc c2 -r ^ 1 S £ rc -0— ^ "^ X — s^ -r -r y2 I^ -CQC 'J? Ph 10 IC 00 X X 00 o — — o m t~ o — Tf 1 U5 CO o ;si^ 1 i.i s 5g X X 'x?: X I o 5 03 e< '- n C'l , T '^' o> — 1^0 to I il tco CO « PSO 3« 3S 1^ CO re .704 ,000 92 15?!; i3 X O I X o 11 »c I* *r: t — - - E "S it w ^ — t: ■— f^i c '• b c : « -^A ."I. > — ■f. ? il I ^ I < 0- H H r- _ o fc b^ o OS c a 00 P. 582 Los AxGELES Terminal Investigation TABLE XIX ESTIMATE OF COST, BY STEPS, OF BUILDINGS AND DRIVEWAYS FOR PROPOSED UNION L.C.L. FREIGHT STATION 1st Step: Shed A Shed B Platforms A-B Platform B to C Lift Bridges A-B. Driveway A Driveway B-C . . . Areas Square Feet 54 ,520 04 ,960 37 ,7(30 3,750 Estimated Cost 54 ,0001 80,500] Total. *160 ,990 Class A 17S.278 209 ,099 28 ,316 3 ,000 10 ,500 27 ,000 40 .2,50 496,443 Class C 166,919 195 ,583 28,316 3,000 10,500 27,000 40,250 471 ,568 2nd Step: Shed C Shed D Platforms C-D Platform D to E. , Lift Bridges C-D Driveway D-E. . Total. 56,028 53 ,360 27 ,900 3,000 66,50o| ISl ,926 174,656 23 ,760 1,650 7,000 33,250 •140,288 422,242 170,285 163,566 23 ,760 1,650 7,000 33 ,250 399,511 3rd Step : Shed E . ShedF Platforms E-F. . Platform FtoG. , Lift Bridge E-F Driveway F-G 2-Story Office Section. Total. 50 ,808 51 ,678 27 ,000 4,050 70,000/ 93 ,960\ 166,291 170 .517 21 ,600 3,240 7,000 35 ,000 253,692 *133 ,536 657 ,340 1,55,729 159,776 21 ,600 3,240 7,000 35 ,000 238 ,658 621 ,003 4th Step : ShedG Shed H Platforms G-H... Lift Bridges G-H Drivewav H Total. Summary — 1st Step. . 2nd Step 3rd Step . . 4th Step. . Sheds Only. 119,480 square feet 109,388 square feet 102,486 square feet 92,046 square feet 164 ,358 145 ,051 23 ,612 7.000 12 ,460 *123,931 352,481 48 ,836 43,210 31 ,885 62 ,300 160,990 140,288 133 ,536 123,931 496,443 422 ,242 657 ,340 352 ,481 154,174 136,029 23 ,612 7,000 12 ,460 333,275 471 ,568 399,511 621 ,003 3.33,275 Grand Totals 423 ,400 square feet *558 ,745 1 ,928 ,506 1 ,825 ,357 ' Area of sheds and transfer platforms only. X X m < Ui u Oi. H V) ^ < < . OS H UJ J: Z Z S O o 5 > < O UJ en Q Z < Q UJ D < X u H I O UJ oi u. u. O a: UJ CO z 1 >- z < a. O u ^ u H D o Q Z < UJ Z < z UJ X f- o UJ V) QQ < I <: z UJ UJ ^ H UJ CO 2 2RS^!^pS2^?i5l:£g H - : g W lO — z 1- X — 1~ ^ 1-5 "5 'cc'c^i— 'k -<"eo a a CO I I I US o 'ft 1-1 * 2 "t" — « '~ " "5 o ^' ~. o r- ■; Ot^co-foxxs — tore — c: e- -■ Ot^ cc -r o oc » OOOOOOt^ClXOOCiOt^iO. — C-ICC — — CC XOC CI "• I Is £!- C>l-,SCCrCC-ri^C-t-rMCl — C , -T "5 C-. •M O I- CI — — ir; -,2 -T K O — , O c: in — — cr f- -I — I - -r — X cc ci_ -r OS . I O C «S < — M « -I- O I- OC C-. CI CI >: y. >= - ^ i t^ " s £ b o CC K ~ ■•-« •3 c fL, ■^ "a c JC !r C t. ^ ::: .^ H 5 &: r^" u C C* JO Ci. ui u J3 c^ .= 3 c k< ■s' X C IK c C E "5 ^ >. ^ & M «M ^ •^ X ST S CI o c c .— s M 7: X s c; ^ < o """" '^ ^ '" ^ 1-4 u C3 ^ O o Ph ^ ^ o CJ B o o 5 s UO u X ^. *c 2 J; "ci. ■ ^ i^ lO ;< £ k ^ u g *■ ■J. r* o ^ *T o *3 3 C c '^ a c3 o I^ ^ JZ '♦^ .^ o CB ?= CS & £ h o n CS s c u £ C3 •O »o >v C3 fj !-« C5 Iff OQ ST X -5 3 S -a CD -5 z^ 3 50 .£ J .£ C .Si u ^ o •3 c: ^ O X X ^ L. L- >. E < c i, w a a r C :£ i ?• o < c: cj C i: CO 584 Los Angeles Terminal Investigation TABLE XXI DATA ON SOUTHERN PACIFIC ARCADE STATION, LOS ANGELES DATES Ground l)i()kon for depot M.irch 2.S, 1914 Use of depot commenced May 2, 1915 Offioinl opening June 12, 1915 FLOOR AREAS (From S. P. Drwg. L. A. Div., M. of W., F6096, dated 12-22-18— File A2-1) No. of .Square Feet and Floor Item 1 2 .3 4 5 6 I S 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Division and I"se Basement First Second Third Total Baggage, Used. , , . 1 1 ,421 11,421 Baggage, Vacant . 8,832 8,832 Concourse 9 ,.521 9 ,.521 Dining Room 3 ,4.56 3 ,4.56 Exit from Trains 3,150 3,150 Engine and Boiler Rooms 3,278 3,278 Elevators 340 340 340 1,020 Halls and Stairs 1,717 1,186 3,808 6.711 Information, Telephone and Telegraph 994 994 1,991 877 *2,417 1,991 Ladies' Room and Loimge. . . 3,294 (Lounge on Mezzanine) Mail Room 704 704 Men's Lovmge *2,417 2 ,417 News Stand. 189 1,89 Offices, Used.. . 320 11,198 11,518 Offices, Vacant. . . 6,877 6,877 Offices, Temporarv 4,355 4,3.55 Parcel Room . 994 994 Smoking Room . 877 .877 Ticket Office. 1,050 1,050 Toilets 3 ,046 6 ,324 1,145 785 4,976 Totals 38,746 19 ,.547 23 ,008 87 ,625 1,717 1,186 3,808 6,711 Net Totals. ' Mezzanine. 6,324 37,029 18,361 19,200 80,914 PossilileFuture Seating Capacity Concourse, Main Floor Mezzanine, Men's End Mezzanine, Women's End Total Present Possible Future 240 240 40 27 140 54 307 434 Dining Room: Nvmiber of Seats (approximate) Number of Meals Served . . 76 400-500 100 1,000 Ticket Windows. 10 Ai>i EMHX 585 TABLE XXII PHYSICAL CHARACTERISTICS OF PASSENGER STATIONS, LOS ANGELES PaaaenKer Slationa Southern Pacific, 5th and Central Santa Fe, 2nd and .Santa Fe Floor Space .Salt Lake, 1100 East 1st Street Pacific IClectric, Comb 6th and Main Hill SlrcM ined Floor Space Floor Space Floor Spaco Floor Space Floor Space IllMll Station Buildine Sq. Ft. Total .Sti. Ft. Total .S.). Ft Total S<| Ft. Toud .S<| Ft Total a,, Ft Total I. PuWic I'arilitk-.s: Concourse: Open Waiting Room Enclosed Waiting Room ..... Exits Halls aad .Stairs... Ticket Office 8,676 3,120 11.796 1,426 960 2,226 1.7,10 700 2,4,10 - . 36 378 1,024 248 22,420 7.140 21),. 160 714 560 2,148 3,381 210 37,251 10.960 4,374 48,211 2.I79 2,356 2. Public Service: Information Telephone and Tek'Kraph News Stand, etc . . . Parcel Room 404 466 238 860 1.968 Included ill 95 650 745 Included in News Stand 36 189 223 News Stand 648 400 1,.108 360 2,916 .\l Parcel Room 36 480 108 024 1,0,12 1,033 3,0«5 1,328 6,478 3. PviblirRetirinK Rooms: Ladies' Rest Room 2.909 733 Sill '.H'l 4,058 Men's Rest Room.. 2.168 2,168 Smoking Room... . 701 701 Toilets: Ladies... 858 125 99 ii:t(i :114 2.026 Men 1.90S 8, .144 125 983 75 174 2.373 3,-323 493 903 4.974 13,927 Dining Room... Kitchen and Larder Total: Passenger Space 3,4'i4 1,972 5,396 30,090 1,225 1,229 2,454 9,272 Included in News Stand 1,671 2.n(Ki 440 2,440 39,513 2.15 108 363 7,629 6,904 3,749 10,653 88,175 5. Office Space: General Offices: Used Vacant Temporary. 14.604 4,579 3,258 22,441 1,870 1 160 20,634 4,579 3,258 28,471 Total.. 52,531 11.142 5.831 39.513 Equipment Ticket Office: No. Windows , . - Counters. Lin. Ft.. 9 31 30 3 16 8 60 3 12 39 141 Waiting Room: Seats Installed 307 166 Possible Increase. . 127 Dining Room: Seats Installed "6 '"' Seats Increase. -15 "dii'm """'''" 500 500 light lunches Data from maps and field inspection, Jm Angeles, June, 1918. 246 117 «4 19 400 light lunchn 936 127 233 45 586 Los Angeles Terminal Investication TABLE XXIII PHYSICAL CHARACTERISTICS OF BAGGAGE FACILITIES AT PASSENGER STATIONS, LOS ANGELES I'asseiifjor Stations Pacific Electric Southern Santa Salt Main Hill Item Pacific Fe Lake St. St. Coml)incd Baggage Facilities: Floor Area: Used Sci. Ft. . 13,674 7,985 2,954 5,681 Handled 30,294 ♦Vacant Sc). Ft... 11,487 by 11,487 Wells Fargo Total 25,101 7,985 2,9.54 5,681 at 41,781 Arcade Frontage: Station Team Lin. Ft . . 96 180 97 54 427 Team No 12 22 12 6 52 Car Lin. Ft . . . 272 103 97 120 592 Car No 4 2 2 2 10 * Portion of second floor, 3,258 square feet designed for baggage space is now being used as temporary offices, and so listed. Data from maps and field inspection, Los Angeles, .Jvme. 1918. TABLE XXIV PHYSICAL CHARACTERISTICS OF EXPRESS FACILITIES AT PASSENGER STATIONS, LOS ANGELES Passenger Stations Pacific Electric Southern Santa Salt Main Hill Item Pacific Fe Lake St . St. Combined Express Building: Floor Area: Express Sq. Ft.. 16,400 8,000 3,042 Handled Handled 27,442 Offices Sq. Ft.. . 7,642 at at 7,642 Arcade Arcade Total. Sq. Ft. . 24,042 8,000 3,042 Depot Depot .35,084, Frontage: Team Lin. Ft 200 210 100 510 Team.. ..No 25 26 12 63 Car Lin. Ft, 194 160 100 454 Car No 3 2 2 7 Data from maps and field inspection. Los Angeles, June, 1918. TABLE XXV PHYSICAL CHARACTERISTICS OF MAIL FACILITIES AT PASSENGER STATIONS, LOS ANGELES I'as.sengcr Stations Pacific Electric Southern Santa Salt Main Hill Item Pacific Fe Lake St. St. Combined Mail Facilities: Floor Area Sq. Ft.. 726 3,247 Handled 1,105 Handled 5,078 Direct at Frontage: from Main St. Team.. Lin. Ft 16 52 Cars to 17 Station 85 Team No 2 6 Wagons 2 10 Car Lin. Ft 24 52 * 76 Car No 1 1 2 * Handled by elevator from elevated track to Mail Room. Data from maps and field inspection, Los Angeles, June, 1918. Al'I'KNDIX oH7 TABLE XXVI PHYSICAL CHARACTERISTICS OF PASSENGER STATIONS AT LOS ANGELES INCLUDING BAGGAGE. EXPRESS AND MAIL FACILITIES Station Building Pasaengcr Stations Southern Pacific Sania I'e Siill Lake Pacific Electric Main Street Hill .Sitiel Cf mhincci 1 . T'liblir Fucilitii'.s: Concourse; Open. Sq.Ft. .Sc|. Kl. 2,226 2.4.SO 36 378 Sq. Ft. S., F(. Sq.Ft. Sq Ft. Enclosed 11.706 1 426 2,148 4.374 Hall and .Stair... 1,024 29.562 3.381 48,211 Ticket Office. '960 248 714 560 210 2.176 2. at 2, Public Service: Information, Telephone, etc 1.068 745 223 2.916 624 6.478 3. Public Retiring Rooms S.544 983 174 3.323 903 13.927 4. Catering Department: Dining Room 5,396 30,090 2,454 9.272 1.671 2.440 .39.513 363 7.629 Total Pas-senger Space. . . I0,«53 88, 175 5. Office Space: Used Vacant 17,862 4,579 1,870 4,160 23,892 4,579 Total •i2,53I 11,142 5,831 39.513 7,629 116, MS 6. Baggage Space: Used-Sq. Ft. Vacant— Sq. Ft. 13,674 11,487 7.985 2.954 5.&M :io.2«4 11.487 7. Express Space: Express— Sq. Ft Office— Sq. Ft 16,400 7,642 8,000 3,042 27,442 7,642 8. Mail Space— Sq. Ft 726 3,247 1 . lU.i 5,078 Total Grand Total 49,920 19.232 S.996 11.827 6,786 46.299 81, M3 102.460 303.74 7.«29 198. S8D (I. Ticket Office: Windows 9 s 3 8 60 3 12 31 149 Counters — Lin. Ft.. . 31 30 16 10. Waiting Room: Seats Installed 307 166 100 246 117 936 Pos.sible Increase- , . 127 127 u. Dining Room: .Seat.s Installed 7li 48 6 M 19 2.^^ Possible Increase 4.1 45 Number of Meals Served. , , 500 ,500 400 1 . 400 Frontage Frontage Frontage Frontage Frontoco Fronlace Lin. Ft. No. Lin. Ft. No. Lin. Ft. No. Lin. Ft. No I ,in Fl No Lin Ft No 12. Team Space: Baggage 96 12 ISO 22 97 12 54 6 427 52 Express 200 25 210 26 100 12 510 63 Mail 16 2 52 6 17 2 85 10 Total 312 39 442 .M 197 24 71 K 1 022 125 13. Car Space: Baggage 272 4 103 2 97 2 120 2 592 10 Express . . - 194 3 160 2 100 2 454 7 Mail.. 24 1 52 1 7« 2 Total.. 490 l»7 120 rn: john Randolph haynes and DORA HAYN'ES FOUNDATION LIBRARY LOS ANGELES, - - CALIFORNIA s9 ^^^^^I^^E ili'MH 1 |!f«^ ^^^H^ ^^m ^^^^^lll ^H '"rt'jflpv S.U University of California SOUTHERN REGIONAL LIBRARY FACILITY Return this material to the library from which it was borrowed. MAR -^ ^ 1990 Deceived APR 1 ] ]99o Way ^ <; iqq OCT 2 7 ^99' JAN 21 1993 OLOCTU 1995 JUN 0919^6 VyK2SEP 2 9199' 9CT081% OCT 3 r,:^ QUARTEH LO^'^