Professional Documents
Culture Documents
.1-1
74
/14-1
l/. /
COMPARATIVE ECONOMICS,
SERVICE AND
LIBRARY
PASADENA SHORT.lJB.
UNIVERSITY OF CAI.IFORNIA
INSTITUTE Of TRANSPORTATION
2, CALIFORNIA
tZzr~~:/d~~,
ARTHUR C. JENKINS
/'
REPORT ON
NORTHERN DISTRICT PASSENGER RAIL LINES
REPORT ON
NORTHERN DISTqICT LINES
A - BASIC CONSIDERATIONS
Purpose and Scope of Study. . . ~ . .
Fundamental Premise . . .. . . .
Financial Rehabilitation and Service Modernization Requirements.
General Modernization Program . . .. . .
.Related Proceedings and Reports ... .. .. ..
Types of Operation Considered .. ....
Methods of Computation . ... . ~ . .... .
Revenue . ...." ... .........
Expenses
..,
. ,. .
1
1
2
2
3
3
4
4
5
5
5
5
6
7
7
a
9
9
10
10
10
11
11
12
12
12
13
13
13
14
TABLEOF .CONTEtITS
( Continued)
C - (Contd).
It"
lS
lS
19
19
20
21
21
Operation.
.
E"- PROPOSEDMOTORCOACHOPERATIONS
Routes and Service.
Pasadena Short Line
Pasadena Oak Knoll Line ,
Monrovia-Glendo ra Line
Sierra Vis~ a Local Line
Los Angel es-Bn.ldwin Park Line
Sierra Madre Line
Equipment Requirement for Motor Coach
Other Facilities
Financial Results .
Suitability
of Hotor Coaches .
Prior Reports and Proceedings
Prospect for Rail Rapid Transit.
Load Factors
.
Freight Rail Connection at Azusa
0
PEN
D I
Operation.
0
,
F - Sm~illRYOF CONCLUSIONS
MJDRECO~n1~IDATIONS
Conclusions
Recorrnnend
at ions
.
17
16
"16
17
17
Freight Operations
D - RAIL OPERATION
WITHp. C. C. TYPE CARS
Rout es and Service
Equipment Requirements
Track Rehabili tat ion
Other Facilities
Required for PoC.C.
Financial
Results
Rail Shuttle-Motor
Coach Feeder Plan.
'"
22
23
23
23
23
23
24
24
25
25
26
26
2S
2S
2S
29
31
TABLEOF CO~~ENTS
LIST OF TABLES
Page No.
No.
1.
Consolidated
Summary of Estimated Financial
Results of "
Operation Under Various Pl~s for Northern District
Lines.
TABLE OF CONTElJTS
(Continued)
..
. .
.. ..
9. Honrovia-Glendora
ll.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
Line.
. .
Sierra Hadre Line .
.. .
Baldwin Park Line
"."
Cost of Additional Facilities and Equipment
.
'
vi
Data:
iv
vii
ii
iii
Trends by Lines:
. ... .
. ..
. .. ...
.. ....
.
.. . .. . ..
. ..
.
viii
ix
x
xi
xii
xiii
xiv
xv
xvi
xvii
xviii
xix
xx
xxi
xxii
xxiii
xxiv
xxv
xxvi
xxvii
Page No.
xxviii
xxix
xxx
TABLE OF CONTENTS
(Concluded)
Charts - Passengers,
Seats,
Page No.
and Units of Equipment at
IV,
V.
VI.
VII.
VIII.
IX.
X.
XI.
xxxi
xxxii
r1onrovia-Glendora Line. ,
Xxxiii
Sierra
Hadre Line , .
~
& Main
xxxiv
x:xxv
xxx:vi
xxx:vii
xxxviii
AND
A - BASIC CONSIDERATIONS
For the year of 1947 consolidated operations of this carrier were conducted at a net loss of $1,760,072.98.
Passenger operations, including both
rail and motor coach lines, were conducted during that year at an operating
loss~~ of $2,793,875.97.. Passenger service conducted by rail incurred a loss
for the year of $3,426,188.91.
Some relief was experienced during 1948 as a
result of the increase in fares that became effective on February 1st of that
year and through drastic economies effected in many departments.
Despite
those improvements, passenger rail operations suffered an operating loss~~ for
the most recent twelve month period for which figures are available of
$2,893,962.
This figure applies to the twelve months ending October 31, 1948.
Of that loss 77 per cent was chargeable to interurban rail lines and 23 per
cent to so-called local lines. Of the 77 per cent representing interur'ban
rail line losses, the five interurban lines of the Northern District, under
consideration herein, were responsible for 57 per cent or $1,270,000.
In view of these losses it has not been possible for the Company to maintain the desirable top level of facility maintenance and similarly it has not
been possible under the circumstances to follow a long range program of rail
car replacement.
Consequently, the service to the public has not been at the
highest standard that could have been possible through use of modernized
operations and facilities.
In drawing this conclusion a distinction must be
luade between types of service. Actually, under the rule of a seat per passenger which is adhered to within reasonably practical limits, the individual
passenger has a more commodious service than would be the case with new P.C.C.
cars. Both the P.C.C. rail C2r and the modern motor coach offer higher schedule speeds due to their lighter weight and higher rates of acceleration and
deceleration.
As to interior arrangement and seating there is very little
difference between the P.C.C. car and the modern motor coach. The latter does
possess the important advantage of free steering maneuverability.
Viewing the problem in its broad aspects there is real and urgent need
for financial rehabilitation and service modernization on these lines of the
Northern District,.and the results of the studies made indicate conclusively
that the only feasible plan to accomplish both 9bjoctives is through establishment of motor coach service in lieu of the antiquated and non-profitable
rail operations~
Revenue potentialities are not sufficient to support the
heavy cost of maintaining the fixed facilities required for rail operation.
This report on the Northern District interurban passenger rail lines and
the northern end of the Watts-Sierra Vista Local Line is one of several such
reports that will cover all rail passenger lines both interurban and local.
deductions
from
As indicated above, this and other reports are a part of the major
modernization program~ This report and others already prepared and presently
in process of completion are directly related to the formal proceedings before the Public utilities Commission of the state of California in Applications Nos~ 23053 and 27466 and Case No. 4843.
The COlrunission1s Decision No. 41152 dated January 19, 1948, in those
proceedings and exhibits submitted by Commission and Company witnesses prior
thereto are all closely related to this report and those others of the same
series. There is also a direct relationship between this report and exhibits
and testimony submitted in evidence before the Corrmission at the hearing held
in Los Angeles on October 13, 1948. Specifically, the exhibits referred to
were Nos. 46, 47, 48 and 49. This report also covers one phase of the
studies recommended in the Preliminary Report submitted to the President of
the Company dated July 15, 1948.
Considerable of the basic and supporting theory behind the findings set
forth herein will be found in the exhibits and testimony above referred to
and for sake of brevity, they will not be repeated as this report will be
made a part of the same proceeding.
All possibilities of economies through continued operation of rail service under present conditions have been explored and a determination reached
that rail passenger service as conducted with present equipment and facilities cannot be made to pay its way, and that to bring about a reasonable relationship between earnings and cost of providing service, major changes are
mandator.7e In order that due consideration be given to all possible means of
accomplishing the desired results through modernization of facilities and service, the scope of the survey has been extended to include,
(a)
(b)
(c)
lines included in the Northern District and other studies will be submitted
covering rail operations in the Southern and Western Districts.
In conducting the surveys and developing the financial estimates under
the various methods of operation outlined above, two standards of loading
have been used including that presently in effect as prescribed by the Public
utilities Commission of the state of California and another providing for
less restrictive loading standards on interurban lines during the morning and
evening peak traffic periods. Present standards provide a seat for each pas~
senger on interurban lines throughout the entire day; The computations made
herein where higher load standards are used, contemplate 150 per cent load
factor on rail cars and 60 passengers for a 45 passenger capacity motor coach
on interurban lines with no passengers standing longer than thirty minutes
from the central loading area,
It is not intended th~t the interurban load factors described above are
to apply except during the short peak hours morning and evening.
Revenue - Under each of the plans considered, revenue has been estimated
upon the basis of actual earnings during the months of 1948 projected for a
period of twelve months. There has been no speculation as to the probability
of increased traffic due to new types of equipment. Extensive analysis of
various sources of information on this subject has been made and it appears
that there is wide variance between the views of operating managers on various
properties throughout the country as to whether or not new equipment in replacement of old actually produces any increased traffic, and on those properties where induced traffic has been agreed to exist there is difference of
opinion as to the estimated amount. It appears that if new equipment does
induce additional traffic there would probably be no difference in the percentage as between new rail cars and new motor coaches. If it should be
assUfiledthat new equipment would induce additional traffic, it would be logical
to expect the increase to occur during peak periods as well as off-peak periods, thereby increasing to a corresponding degree the operating expenses which
would be reflected in the final estimates of net earnings, as the costs of
operation as computed herein adhere closely to the loading standards applied
in each instance.
If it were a matter of computing the financial.advantages of one type of
equipment over another in replacement of vehicles on .profitable.lines, the provision for an increment of induced traffic., if such should be determined to
be proper, would possibly be of Dnportance. However, when considering rail
lines of the Northern District of this Company which are currently operated at
a substantial and constant loss, the relatively small element of financial improvement that might exist through induced traffic is rendered insignificant
when compared with the magnitude of economical improvement possible through
replacement of older more costly rail equipment with modern motor coaches.
In this connection when comparing the merits of modern rail cars with
those of modern motor coaches it should be kept in mind that the elements
ordinarily considered to be traffic stimulating are frequency of service,
schedule, speed and fares. As to frequency of service and schedule speed,
motor coaches have the advantage over modern rail equipment and correspondingly should be expected to develop a,greater stimulation of traffic if any
Upon this basis of reasoning, annual revenue for lines of the Northern
District as incl~ded herein under the conversion plan has been estimated to
be no different fr~n current earnings expanded to a twelve months' period.
Expenses - Operating expenses, as reflected by the estimates of financial results of operation contained herein, represent actual costs in accordance with the accounting records of the Company. These have been carefully
analyzed and segregated L~to sufficiently minute detail to afford final results that are as accurate as it is practicable to determine. Cost of trainmen's wages for present operation have been computed upon the basis of the
actual cost per car mile during the first six months of 1948, increased to
reflect the higher wage rates that became effective on October 16, 1948. No
allowance has been made for increase in clerical wages which will probably
be retroactive to sometime in 1948. For other plans of operation, wages of
trainrr~n and operators have been estimated upon the basis of the actual
schedules and manpower requirements determined to be necessary upon the basis
o field traffic checks taken on each lin~, In view of the fact that in the
systemwide modernization program all rail lino3 are to be ~u!lsidered for
modernization, full costs and taxes have been used instead of out-of-pocket
costs, except to the extent that certain modifications were required as a
means of eliminating inconsistencies that might otherwise obviously exist.
When considering a systemwide modernization program, the only equitable
basis of computation is that of full cost. The theory of out-of-pocket cost
should only be applied in isolated instances where service or operating
changes on a minor scale would have no direct bearing upon costs of a general
nature that would not be reduced by the changes contemplated.
Depreciation - Depreciation expenses have been computed upon the basis
of actual rates presently used by the Company for accounting purposes.
Under
the revised depreciation formula recently prescribed by the Interstate Commerce Commission for application to Pacific Electric properties, it might be
contended that charges assigned to Ways and structures accounts are unnecessarily high. However, whatever the difference might be, it would amply be
offset by the fact that a service life of only seven years has been applied
to motor coaches in the financial estimates, whereas actually the Public
Utilities Commission has approved a life of ten years for such equipment.
Use
of a ten-year life instead of seven would increase the financial advantage of
motor coach operation by approximately $92,571.
Traffic Checks - Cost of operation as applied to the estimates contained
Eerein are based upon schedules prepared in conformance with actual traffic
as determined by special field traffic checks on each line involved, covering
the full operating period of the day.
There are included in the Appendix a number of financial statements containing the results of the analysis of various methods of operation on the
Northern District rail lines. The results of each individual line are shown
Net Operating
Income
35
20
9
16
Units of
Equipment
Required
22
TI52
101
120
$(800,093)
80
(271t2l8)
78
304,862
101
Under each plan of operation one set of computations has been prepared
to show the results w1der loading standards of a seat per passenger on interurban lines as presently required and in effect, and another to show the results under loading standards permitting a reasonable standing load on interurban lines during the peak traffic periods. The theory relative to loading
standards is set forth in Exhibit No. 49 submitted to the Public Utilities
Commission at the hearing on October 13, 1948 in Application No. 27466 and
Case No. 4843, and also in the report on the Venice Short Line.
It will be noted that whereas the combination of Northen1 District
Passenger Rail Lines operate at an aggregate annual operating loss of
$973,424, modernization through use of motor coaches will result in an annual
net operating profit of $155t344 at present loading standards and $304,862
at more lenient loading standards, or a net financial improvement of more
than $1,125,000 at present loading standards and approximately $1,275,000
under the proposed loading standards.
Under P.C.C. car operation the table shows an estimated annual loss of
$459,770 at present loading standards and a loss of $271,218 under proposed
loading standards.
From Table No. 1 it will be noted that the Sierra Madre
line will operate at a loss even under motor coach operation.
These estimates indicate that under motor coach operation, at present
loading standards, approximately 7.5 per cent of gross revenue would be retained as net and under the more lenient loading standard about 15 per cent
Upon the basis of a rough estimnte of the investment required under motor
-7-
coach operation, the profit under present loading standards would result in
a return on the investment of approxin~tely 4.5 per cent. To realize this
financial improvement through fare adjustment would require an average increase in fares as applying to these lines, of 55 per cent and at the more
lenient loading standards, 62 per cent. These increases are upon the assumption that no traffic would be lost, however, it is highly questionable that
existing traffic would be retained under such heavy fare increases.
In order for the Company to realize such a financial improvement through
reduction of costs, it would be necessary to curtail present operating expenses 37 per cent. This would be equivalent to eliminating completely more
than the total cost of operations of the Pasadena Oak Knoll and Short Lines.
This percentage is based upon present maintenance standards of equipment and
track and roadway. Actually, those standards have been permitted to drop down
to the bare essentials for reasonably safe and satisfactory operation and,
therefore, continued rail service would necessitate an annual expenditure of
much more than is now incurred in order that deferred maintenance would be
picked up for normal continued operation.
It is obvious that under these
conditions it is impossible to realize even the minimum re~sonable net earnings
under continued rail operation, and that the only solution, if service is to
be preserved, is to discontinue the costly rail service and establish modern
motor coach lines.
The six passenger rail lines covered by this study operate from the Sixth
and Main Street Terminal in Los Angeles and are identified as follows:
Pasadena Short Line
Pasadena Oak Knoll Line
Monrovia-Glendora Line
Sierra Madre Line
Sierra Vista Local Line
Baldwin Park Line
Maps Nos. 1 and 2 of the Appendix show their routing with relation to the
area served and the system operations. Various characteristics of the individual lines are set forth below.
DESCRIPTION OF ROUTE
Pasadena Short Line - A common route is followed by both the Pasadena
Short Line and the Pasadena Oak Knoll Line between Main Street Station, Los
Angeles, and Oneonta Station on Huntington Drive. For a description of route
between those points, refer to Los Angeles-Pasadena via Oak Knoll Line.
From Oneonta Station at Fair Oaks Avenue and Huntington Drive in South
Pasadena, the Pasadena Short Line proceeds north on Fair Oaks Avenue, over
private right-of-way for a short distance, thence along paved street through
the residential and business sections of South Pasadena and through the commercial and business districts of Pasadena to the car house on Fair Oaks Avenue north of Colorado Street.
This line uses the inside tro.cks of the four-track system betv'l8en
Indian Village and EI Molino, running "limited" between those points.
Sierrn Madre Line - This lino follows the same route as the Glendora
Line from Los Angeles to san Marino, and for description of route between
such points, refer to the latter line. At San Mo.rino, the Sierra Madre
Line branches off to the north and east on private right-of-way paralleling
Sierra Medre Boulevard to Michillinda Avenue, thence in paved city street
to Baldwin Avenue in Sierra Madre, and via Baldwin Avenue and private rightof-way to the end of the line at Mountain Trail Avenue in Sierra Madre.
From San Merino the Line operates through residential districts, the
business and light industrial sections of East Pasadena, an agricultural
area, and finally the community of Sierra Madre~
Shuttle bus service is now
provided on this line between San Marino ~d Sierra Madre at night and during off-peaks and on Sundays.
Sierra Vista Local Line - This local line oper~tes from l03rd Street in
Watts over the outside tracks of the four-track system on private right-ofway paralleling Long Beach Avenue and other streets to Olympic Boulevard,
thence in paved streets over Glympic Boulevard, 9th Street, Main Street,
1st Street, Los Angeles Street, and Aliso Street to private right-of-vruy commencing at Mission Road. From Mission Road, the route to Sierra Vista is the
same as for the Pasadena Om( Knoll Line, except that between Indian Village
and Sierra Vista, the outside tracks of the four-track system are used.
The northern end of this line, between downtown Los Angeles and Sierra
Vista, serves a varied territory.
Commencing in downtovID Los Angeles,
there is first the older mercantile area, followed by the Civic Center, the
Los Anjeles Union Passenger Terminal, an industrial area, the Los Angeles
General Hospital (at some distance from the line), various residential districts and finally the business and residential district of El Sereno, along
Huntington Drive.
Travel on the Sierra Vista end of this line is approximately
in volume of that on the Watts end of the line.
one-half
Baldwin Park Line - This line operates out of Main Street St~tion, Los
Angeles, over the same route as the Pasadena, Monrovia and Sierra Madre
lines to Valley Junction, a distance of 3.31 miles. At Valley Junction, the
line branches off toward the east over the old San Bernardino rail line,
serving the communities of Alhambra, Monterey Park, Wilmar, Rosemead,
El Monte and Baldwin Park. The line is in private right-of-way and of double
track, with the exception of bridges over Rio Hondo QIld Scm Gabriel Rivers.
For almost the entire distance of 14.43 miles from Valley Junction to Baldwin
Park, the line is adjacent to or closely pJra~leled by highways, the principal
ones being Ramona Boulevard in Los Angeles and Alhmnbra, San Bernardino Road
in El Monte, and West Ramona Boulevard in Baldwin Park. Between the western
limit of Alhambra and El lAonte, the line lies about midway between Valley
Boulevard and Garvey Avenu~, the principal east ..
west highways through this
arell.
some being well developed such as Alhambra and Monterey park, and others
still in the process of changing from agricultural to residential such as
Rosemead and Baldlvin Park. There is little industrial activity along this
line.
Freight service is performed over this line in connection with freight
operations between Los Angeles and Covina, San Dimas, La Verne, Claremont,
Upland, Alta Loma, Eti~~nda, Fontana, San Bernardino and Colton.
Distances from Los Angeles to the various points served by the passenger
rail lines under consideration in this report are as follows:
Pasadena
Los Angeles to:
Echandia Jet.
Valley Jet.
Sierra Vista
Oneonta park
Colo. & Fair Oaks
Carhouse
2.58 Mi.
3.31 It
7.60 11
8.45
Sierra Vista
Los Angeles to:
Ech&ndia Jet.
Valley Jet.
Sierra Vista
2.58 Mi.
3.31 11
7.60 II
.11
11.30
11.51
11
11
t>
Sierra Madre
Los Angeles to:
San Merino
Lmnnnda Park
Sierra Madre
Wilson 'Trail
11.33 Mi.
13.10
II
16.67
17.00
II
2.58 Mi.
3.31
7.60
8.45 11
9.98 "
11.33
17.89 11
26.07 II
II
II
If
II
MJ
4411
15
15.7
10"-2011
-11-
4111
4
45"
16
37"
3
16.8
2011-3011
15.3
10"-20"
18.7
40"-6011
13.95 Miles
41 to Pasadena
40 to Los Angeles
Daily Except saturdals and Sundals
AM Peak
PM Peak
Night
13
56."
4
14.4
14.9
5811
59"
15
50"
4
14.2
15"-20"
16.7
40 -60"
15"-20"
20"-30"
Monrovia-Glendora
Line
Length of route ~ ~ ~ (.
11
17.89 Mi.-Monrovia
26.07 II -Glendora
40 LA to Monrovia
~~24 LA to Glendora
38 Monrovia to LA
~~24 Glendora to LA
AM Peak
Monrovia
Scheduled
running
t irrte
Glendara
5711
Cars requires
(16 - 1100 Class)
( 2 - 1200 Class)
Average miles per hr.
Approximate headways
Exee t Saturdays
Base
Manro- Glenvia
dara
5411
77"
--18--
--5-r
7411
and Sunda s
PM Peak
MCnrovia
Ni ht
Glendara
60"
8011
--18--
20.3
19.9
21.1
3011
30"
60"
vlonro
Glep
via
dora
4811 671'
--4--'
17.9
10-2011
30"
40- 407011
AM Peak
6311
17.0 miles
6411
no
16.2
thru
service
:L5"
7011
no
15~9
10-25"
thru
service
7.4
AM Peak
'34"
32
Base
PM Peak
36"
32
13
32
Night
30lt
10
( 4 - 1100 Class)
Average miles per hour
Approx~nate
headways
13.1
10-1211
13.9
12"
12.3
10-1211
Los Angeles to
Baldwin Park
Scheduled running time
Cars required
(20 - 1200 Class)
Average miles per hour
Approximate headways
60"
5Jii
6011
20
20
17.74
15"-3011
50"
3
20.1
4011
The cities and areas served by the Pasadena, Monrovia, Glendora and
Sierra Madre lines, are somewhat similar in their respective characteristics.
All are essentially residential or home communities, their principal industries being light commercial illldretail trades, although there are some
heavy industries.
In common with Los Angeles County as a "mole, all have
shown large increases in population during the past eight years and particularly so, since the end of the war. This trend will undoubtedly continue.
Also most of the co~~unities served have expanded or developed industrially,
both cOlrunercially and in manufacturing to some extent. The City of Pasadena
in particular has had a substantial increase in the establishment of new outstanding or major retail stores, making it a competitive shopping center with
Los Angeles as far as the general area is concerned.
Although on the outer
ends of the Monrovia-Glendora Line and the Sierra Madre Line population cent~ developed along the lines in the early days of their existence, such is
not the tendency today. There has been a shift of developmental activity
from the rail lines to the main highways.
This is characteristic of Inost of
the long lines of the system.
.
April
1940
Potulation
Oc ober
1948
Per Cent
Increase
Arcadia .........
9,122
20,524
124.99
Azusa ..........
5,209
9,673
3,583
19,550
110,091
11,417
7,142
17,713
7,702
26~97
52.65
34.48
39.66
55.90
lionrovia
..
"...
Pasadena
South Pasadena
El IIont e ....
2,822
12,807
81,864
8,175
4,581
14,356
4,746
85~70
23..38
62.20
Excluding the Sierra Vista Local Line, the five interurban lines considered in this report car~r 42.64 per cent of the total passenpers carried
on all interurban lines of the system. The per cent of total that each
carl~es is shown as follows:
10.02
11.55
9.48
9.72
1.87
Of the total passenper rail lines on the system, five are designated for
traffic analysis purposes as local lines, including the Watts-Sierra Vista
Line. For the month of November 1948, which may be considered as a typical
month for comparative purposes, the so-called local lines carried 4,464,581
passengers as compared with 1,5~9,650 passenpers on the interurban rail lines.
Of the local traffic the lvatts-Sierra Vista Line carried 816,042 passengers
of which approXimately 35 per cent v-!erehandled by the north end of the line
between Los Angeles and Sierra Vista, that portion which is considered in
this report. This would amount to approximately 2R5,600 passenpers.
The
trend of revenue and patronare on each of the lines involved is set forth on
individual tables attached to the Appendix showing the trend by years from
1938 to and including 1947, and by months for the years of 1947 and 1948.
For the Baldwin Park Line the Table of Statistics applies only to the period
of Hay 1947 throUfh October 1948. Prior to J1ay of 1947 conditions on the
Baldwin Park Line were different from present and the conparison could not
be established beyond that date.
$ 180,936
293,742
64,61g
6~,g26
..........
2131.770
'$ g99,g92
These lines are typical of interurban passenrer operations on all properties of like character. They are subjected to extre~ely heavy peak loads
and very li,c"htoff-peak traffic. During the morning and evening peak
between 23 per cent and 36 per cent of the total traffic for the day is
handled. Durin?, the sharpest twenty-minute peak 40 per cent of maximum
hourl;y load is carried... This condition necessitates the use of a large
nu~ber of cars that are required for only one round trip per day which contributes substantially to the hip"h cost of operation and the nonprofitable
earnings.
A comparison of the number of cars required during the peak and during
the base is as follows:
Total Units
Peak
~
Pasadena Short Line
Pasadena Oak Knoll Line
Baldwin Park Line
Monrovia-Glendora-Sierra Madre
16
15
20
4
4
26
32
5
14
Routes under the plan of P.C.C. car operation were considered to be the
same as those of present rail operation. Service '~uld, of course, be based
upon the requirements indicated by traffic checks and the effects of one-man
operation upon speeds and runnin~ ti~e. Service characteristics and equipment require~ents are shown in comparative for~ on several tables attached
to the Appendix and need not be repeated here.
EQUIPHENT R.EX;;.UIRflIEtITS
To perfonn rail service under this plan would require 101 units of P.C.C.
type cars at present loading standards, at a cost of about $40,000 each, or
a total cost of ~4,040,000. At the more lenient load factors, 78 units would
be needed, at a total cost of $3,120,000, a reduction in investment of
~~92)
,000.
For continuation of rail operation with new p.C.C. type cars, present
cars, or other type of new cars, an extensive reconstruction program would be
necessar,y to bring existinp track and roadway up to proper standard for
satisfactor,y service. A considerably higher standard of track maintenance
is required for P.C.C. type cars than for the older type of conventional
design. Actual trial runs on the Venice Short Line have been made with p.C.C.
type cars and the results were highly unsatisfactory due to the unp.venness
of the track. The present p.C.C. type cars operated on the Glendale Line
were originally pl1rchased for use on the Venice Short Line, but they proved
unsatisfactory and were transferred to the Glendale Line where they are now
permanently assigned.
For long-stop hieh speed operation on open track the sensitive rubber
suspension of the p.C.C. car tends to set up synchronous oscillations that
must be dampened by stoppinr the car. This condition is experienced frequently on the Glendale Line on paved track where the standard of maintenance is low.
It is estirnated that the cost of rehabilitation of track and roadway
for continued rail operation would be approximately $2,800,000 as shown in
detail by Table rJo. 21 of the Appendix.
It is estimated that this cost
would be divided in amount of $753,000 ~~ediately
and ~2J043,OOO over a
period of five years. These figures compare with the estimate in Exhibit
No. 32 submitted by the Commission's engineers in amount of $3,284,000 for
the Northern District Lines.
The Northern District rail lines have in general been maintained in a
fairly satisfaetory operating condition, but there is a large &~ount of extraordinary maintenance and rehabilitation 01 track facilities which should be
started immediately and completed wi thin the next five years regardless of
type of rail equipment used.
In the event of substitution of p.C.C. cars, the program would of necessity have to be speeded up so that the type of track facilities required for
the p.C.C. car would be available as soon as practicable in order to obtain
satisfactory and efficient performance.
The inherent requirement of the
P.C.C. car is a high class rigid track structure .
It is estimated that the immediate and future Maintenance of Way
expense during the next five years. based on present costs, will be approx-
Inunediat.
Pasadena Short Line .
Oak Knoll Line
Monrovia-Glendora Line
Sierra Madre Line
Sub Total .....
Common Code Tracks or Facil~
ities between Valley Jet.
and 1~ Molino
$ 73,528
90,186
187,792
104,000
~455,506
Future
254,794
282,943
659,173
368,000
~h,564,910
328,322
373,129
846,965
472,000
$2,020,416
$166,935
Total
248,688
130,263
$2,043,331
266,405
346,935
162,828
$2,796,584
Table No. 1 of the Appendix and the several detailed financial statementsapplying
to individual lines show conclusi veJ,y that continued rail
operation either with new cars or present cars lrould be highly nonprofitable.
Even at increR.sed load factors the operation with P. C. type ears would
result in an annual loss of $211,000 and at present loading standards the
loss would be $460,000 . When comparing these losses under rail operation
with the profits of motor coach operation of $395,000 and $155,000 respectively, there ~hould be no question asto the logical course of action.
c.
(123.935)
(76,566)
16. cr73
fI
31,336
(1
(118,926)
271,213)
results of the analysis indicated that under present loading standards this
type of operation would result in an annual net operating loss of $90,835.
At increased loading standards the plan was estimated to result in an
estimated profit of $84)100.
Aside from the unfavorable prospects of such an operation financially,
and the cost that W)uld be incurred in building a transfer terminal, a
number of difficult operating problems would be present.
Inbound from the
outlying territory little difficulty. would be encountered in transferring
passengers fram small vehicles to larper rail cars. In the opposite direction, however, it would be necessary
to transfer heavy peak traffic from
large capacity rail cars to smaller capacity motor coaches, thereby creating
a re8~ problem of congestion and confusion.
In addition, there would, of
course, be opposition on behalf of the public apainst the transfer in each
direction.
The financial results of this analysis are shown on Table No.7
in the Appendix.
The proposal contemplated a frequent rail service consisting of two,
three, and four-car traL~s operatinp between Los Angeles and Sierra Vista
which would connect with coaches at Sierra Vista operating on consistently
frequent schedules over the present rail routes including the Alha."llbraTemple City coach line but excepting the Los Angeles-Baldwin Park r ail line.
The scheduled service
and leaving the terminals
peaks and every 20 minutes
were arranged accordingly
Sierra Vista Local Line - Commencin~ at Sierra Vista Station, Huntington Drive (south), Soto Street, Harengo Street, Mis sion Road, up ramp to
Ramona Freeway, Ramona Freeway, Aliso Street, Los Angeles Street to ~th
Street. Thence outbound via Sth Street, Main Street, Aliso Street, and
continuing along reverse of i"1bound route. Lenfht of one-way route g.2
miles~
lIonrovia-Glendora Line - Commencinp at Terminal on Los Anfeles Street,
just south of 6t~ Street; thence via Los An~eles Street, 6th Street, San
Pedro Street, Aliso Street, Ra"nona Freeway, down ramp to Mission Road,
Hission H.oad, Huntington Drive (south), Holly Avenue, HU"1tington Drive, First
Avenue (Arcadia), Colorado Boulevard, MayflO1,rerAvenue (Honrovia), Olive
~venue, Shamrock Avenue, Huntington Drive, Falling Leaf Avenue, Foothill
Boulevard (through Duarte and Azusa), Citrus Avenue, Foothill Boulevard
(Glendora), and Michigan Avenue to Pacific Electric Station Glendora.
Return via reverse of above route to San Pedro Street and 5th Street,
Los Angeles, t hence via 5th Street, Maple Avenue to rear entrance of Terminal
located on Los Angeles Street. Length of route 27.5 miles.
Los Angeles-Baldwin Park Line - Present rail operations will be supplanted by motor coaches as follows:
a. Los Angeles to San Gabriel Boulevard via Hellman Avenue - Commencing
at new motor coach Terminal on Los Angeles Street just south of 6th
Street thence via Los Angeles Street, 6th Street, San Pedro Street,
c.
Table No. 1 and individual line tables show the comparative number of
vehicles required for all types of operation considered. A summary of motor
coach requirements under that type of operation are as follows:
No. of Units Required
At Present
At Proposed
"Load Factors
Load Factors
Pasadena Lines
Monrovia-Glendora
Sierra Hadre
Sierra Vista
Baldwin Park
33
32
g
27
19
19
2g
120
24
23
101
$ 100,000
125,000
35,000
10,000
i 270,000
Chart No. XI in the Appendix shows the proposed Motor Coach Terminal
layout at Main Street Station. With discontinuance of rail passenper
operation as proposed there would be no further need for the car shops and
facilities at Macy Street. The Hacy Street property should be converted
into a modern motor coach repair and service facility of sufficient capacity to relieve Torrance Shops of all ~otor coach repairs and overhauling.
The facility should be car~fully designed to comply with ~ost modern practices and equipped with the latest and most efficient types of machinery
and tools.
A systematically planned preventive ~aintenance schedule should be
established for the entire motor coach fleet and all equipment be kept in
first class condition at all times as to mechanical features, cleanliness,
painting and body repair.
Sierra Madre
Sierra Vista
El Monte-Baldwin Park ,
Total
Present Annual Loss ,
Net Financial Improvement
$ 153,3g5
19.255
(24. R13It)
3,442
4.096
~ 155,334
973,424
~1,12g,758
200,704
7~
(b.22l)
3,442
26,251
$ 304,g62
973.424
~1,27g,2g6
SUITABILITY
OF MOTOR COACHSS
Prior to the last World War the Company was progressing rapidly on a
rehabilitation program which contemplated replacement of a number of additional rail lines 1dth motor coach service. In connection with Application
No. 21656 of the California Railroad Commission extensive surveys were made
of the entire operations and service of the Company to determine the extent
to which economies might be effected through replacement of nonprofitable
rail lines with motor coach service as a means of avoidinf fare increases.
As an outgrowth of that study and the Company rehabilitation prograJu, local
passenger service in the City of Pasadena was discontinued.
Passenger rail
service between Los Angeles, Alhambra, San Gabriel and Temple City was
replaced vrrth motor coach service, and passenger rail operations between Los
Angeles and San Bernardino were discontinued beyond Baldwin Park. Motor
coach service was established to take its place.
Local passenrer rail service in the City of San Bernardino was discontinued and likei,Jisebetween San Bernardino, Riverside and Corona.
Numerous other rail passenger services were discontinued during the
sa~e period of time and in some instances with no replacement service due to
the low revenue potentialities.
The necessity of effecting the economical
benefits of motor coach operation were realized then and the justifications
are as sound today as they were then. Actually, with increased costs of
labor and material during the interim, co~bined with the greater competitive
the situation
were com-
"Existing patronage, however, does not justify continued oper'ltion of passenger rail service as at present."
7.
Suitable motor coach storage, service, repair and overhaul facilities be established at the Macy street facilities, desinged according to most modern and efficient standards.
8. Servicing and repair of passenger rail cars at Macy street be discontinued and the facilities be altered to the extent necessary
to provide for expanded motor coach facilities.
ARTHUR C. JENKINS
CONSULTING ENGINEER
TABLE
NO.
S U M M A R Y
OF
ESTIMATED
ANNUAL
PRESENT
AND
N
0 R T
E R
LOAD
FACTOR
PRESENT
1
2
3
4
5
RAIL
6
7
8
9
10
11
(1 )
OPERATIONS
PASADENA
OAK
KNOLL
AND
PRESENT
PASADENA
SHORT
LINE
~ONROVIAGLENDORA
DO
S I ERR A /-fA0 R E (RAIL
I'< COACH)
DO
SIERRA
V IS TA
DO
EL 1,10NTE8ALDWIN
PA RK
DO
PASADENA
OAK
KNOLL
AND
PROPOSED
PASADENA
SHORT
LINE
MONROVIAGLENDORA
DO
SIERRA
MADRE
I'< COACH)
(RAIL
DO
S I ERR A V IS TA
PRESENT
EL lv'ONTE RALDW
IN PARK
PROPOSED
TOTAL
---
..
P.C.C.
CAR
OPERATION
13
PASADENA
OAK
KNOLL
AND
PASADENA
SHORT
LINE
MONROVIA.GLENDORA
SIERRA
MADRE
SIERRA
V IS TA
EL MONTE-BALDWIN
PA RK
14
15
16
17
18
19
20
21
22
23
26
27
28
29
32
33
34
35
DO
DO
DO
DO
N E S
MILEAGE
UN ITS.
SPARES
.J.L
(4)
( 5)
$797.218
$978.154
ii(180.936)
936.901
35
778.145
183.360
634.308
595.061
20
9
16
481.059
105.105
332.729
342.594
774.801
169.723
485.087
624..464
(293.742)
(64.618)
(152.358 )
(281.770)
$3.032.229
$(973.424)
$797.218
$907.194
$(109.976)
481.059
105.105
332.729
342.694
730.246
160.379
485.087
575.992
$2.058.805
$2.858.898
$797.218
$838.999
481.059
105.105
332.729
342.694
$797.218
DO
DO
PRESENT
PROPOSED
481.059
105.105
332.729
342.694
(249.187)
(55.274)
(152.358 )
(233.298)
$(800.093)
3.127.775
~
102
--
856.866
25
727.149
174."'2
634.308
544.741
16
7
16
16
2.937.676
-80
--
653.280
201.424
315 856
509.016
$2.518.575
$765.882
604.994
181.671
315 856
461 .620
$2.330.023
41.781)
936.901
35
(172.221 )
(96.319)
16.873
(166.322 )
778.145
189.978
467.494
595.061
20
9
15
22
$(
$(459.770)
$
2.967.579
31.336
856.866
(123.935)
(76.566 )
16.873
(118.926)
727.149
172.732
467.494
544.741
101
--
25
16
6
15
16
$(271.218)
2.768.982
78
--
OPERATION
PRESENT
DO
DO
DO
DO
$738.352
$584.967
$ 153.385
1 .120.707
33
539.925
105,105
332.729
325.876
520,670
129.949
329.287
321.780
19.255
(24.844)
3.442
4.096
967.824
241.936
635.104
558.039
32
8
19
28
$2.041.987
$1.886,653
PROPOSED
$738.352
$537.648
DO
DO
PRESENT
PROPOSED
539.925
105.105
332.729
325.87fi
462.927
107.638
329.287
299.625
$1.737.125
$2.041.987
TOTAL
NET
( 3)
$2.058.805
KNOL.L
PASADENA
OAK
AND
LINE
PASADENA
SHORT
MONROVIAGLENDORA
SIERRA
MADRE
V IS TA
SIERRA
PA RK
EL MONTE-BALDWIN
(2)
PROPOSED
TOTAL
36
S T R I C T
EXPENSES
AND TAXES
PEVENUES
$2.058.805
KNOLL
AND
PASADENA
OAK
PASADE."NA
SH 0 R T LINE
MONROVIAGLENDoRA
IvIADR E
SIERRA
V 1ST A
SIERRA
PARK
EL MONTERALDWIN
30
31
PRESENT
TOTAL
COACH
FROM
MAN
TOTAL
MOTOR
25
ONE
PASADENA
OAK
KNOLL
AND
PASADENA
SHORT
LINE
MONROVIA-GLENDORA
SIERRA
MADRE
SIERRA
V IS TA
IN PARK
EL MON TE RALDW
24
$2.058.805
TOTAL
12
FINANCIAL
RESULTS
PROPOSED
OPERATIONS
F I GU R ES
INCLOSED
IN
BRACKETS
INDICATE
LOSS
$155.334
3.523.610
120
$200.704
1,053.252
27
76.998
(2.533)
3.442
26.251
$304.862
888.261
187.740
635.104
540.546
3.304.903
24
8
19
23
-101
--
INCL.
TABLE NO. 2
PASADENA
PAS
ESTIMATED
PRESENT
PRESENT
OAK
KNOLL
SHORT
(I)
OTHER
3
4
TOTAl
REVENUE
OPERATING
EXPENSES
REVENUE
NET
INCOME
374,992
507.623
8: TAXES
LINE
I N E
PASADENA
TOT
S (48.305)
$789,630
7,588
797.218
978.154
S(180.936)
OAK
KNOLL
I. 'nAY 8: STRUCTURES
Iv,A INTENANCE
DEPRECiATION
TOTAL
8
9
10
11
OTHER
12
14
IS
19
20
21
22
EoUIPMENT
I II.
powER
POlItER USED
OTHER POWER COSTS
TOTAL
POWER
IV.
COODUCTING
TRANSPORTATION
TRAINMEN'S
. OPERATORS'
"'AGES
INSPECTING,
CLEANING
a LUBRICATING
Eau I PMENT
MAINTENANCE
8: CPERAT10N
ONEONTA TOWER
FLAG'-'EN 5: SwlTCHTENDERS
FUEL & 01 L
OTHER TRANSPORTATION
COSTS
TOTAL
23
CONOUCTING
V.
25
26
VI.
GENERAL
INJURIES
& DAMAGES
OTHER GENERAL COSTS
27
28
29
30
31
32
33
TAXES
UNEMPLOYMENT
INSURANCE Be CARRIERS'
TAXING
ACT
Ao VALOREM TAX
FRANCHiSE
TAX
L. A. CITY
LICENSE
LICENSE.
'hEIGHT
FEE,
REGISTRATION.
TOTAL
34
OPERATING
35
CLASS
OF Eau IPMENT
36
37
38
NUMBER
Ml LEAGE
AVERAGE
EXPENSES
374,992
477,934
OF UNITS,
MILES
29.567
32,645
62,212
37.630
18,790
--
-17.427
14,623
13,390
66,616
67.
27,889
15. I 34
25.281
13.718
43.023
38,999
150. I 83
3'5,191
164
145,594
33.140
28.013
211,
141
--
S111.438
31,361
-.
-15,642
13.601
12,020
61
60,307
958
34,432
25.621
122
265
797.218
765.882
5.161
16,346
34.197
16,603
14,673
31,276
34,000
36.000
70,000
24,000
26,000
50.432
13,785
84.857
47,396
12,955
69.429
--
_.
_.
61.375
16,648
_.
--
_.
50,000
14,623
13.390
28.013
13.601
12,020
25,62
66,474
65,736
132,210
54.204
52,693
106,897
22.887
12.419
20.958
I 1,373
43,845
23,792
2 1.287
11 551
18,812
10,208
40,099
21.759
32,331
67,637
32.838
29.020
61.858
295,777
69,331
139,691
33,660
130.689
29,748
270.380
63,408
87.975
35,191
85,287
33,140
173,262
69,331
81,831
33.660
7').540
29,748
158,371
63,408
9,546
4,484
..
4,773
5,618
_.
4,773
3,699
9.546
9.317
--
.-
4.773
5,618
_.
27,730
25,392
53.122
25,791
22,793
48.584
432.260
206,157
190,245
396.402
162,287
152,291
314.578
151,673
137,553
289.226
38,02F,
15.855
2.450
1,083
..
57,414
51,657
18.494
16.718
9,982
1,212
458
..
-24,454
30.146
$470,531
$978.154
$477.934
10001100
1200
18
447,839
24,880
1000'
100
1200
35
936,901
26.769
10001100
12
454,871
37,906
5.873
1,238
625
110,108
35
212
15,855
2.450
1,083
.54.600
1429,260
$907.194
1000- 11 00
1200
13
401,995
30,923
10001
100
1200
25
856.6.66
34,275
13,981
29,608
20.605
16.917
15,591
32.508
15.627
$438,178
--
447,839
24.880
12
454.871
37.906
15.855
2.450
1,083
..
48,996
401.995
30,923
25
856.866
34,275
10.739
12,804
44.148
P .C.C.
13
~
~
18.954
..
..
S584.967
$765.882
P .C.C.
P.C.C.
35
936,901
26.769
..
S360.230
S405.652
P.C.C,
18
5.873
1.238
625
21,717
27.279
S838.999
P.C .C.
17
51.896
$400.821
P .e.C.
489,062
28.768
.23,327
297,123
59,008
58,451
.-
I 51
110,108
120.391
28.569
316,
51.657
57.547
9,982
1.212
458
..
57.929
43,921
3.897
62,844
15,855
2.450
1 .083
..
_.
61 ,639
46,733
15.904
20.060
31 .597
5.873
1,238
1;25
160,094
35, I 79
_.
16,923
42.085
22,698
35.753
9,982
1 ,212
458
-..
-------
42.758
67.350
46,751
73.640
24,404
38,440
~
~
4,147
22,347
35.200
42,758
F,7,350
-170.347
37.432
3.370
1.791
5.998
3.184
20,060
58 .4~1
2,814
6,558
135
..
.-
48.584
6.948
--
9,546
9,317
22,793
3.586
1.905
156,022
.-
25,791
4,773
3,699
53.122
17 .851
35,306
.-
5.491
75.022
4.773
2.242
738.352
537.648
1200.704
142,799
'31.336
48.632
26.390
--
738.352
584.967
$153,385
$111 ,438
31 ,361
S61 .996
22.693
12.314
4,773
2.242
( 14)
$730,764
7.588
50,063
14,713
'1(30.660)
35,007
..
( 13)
$730.764
7.588
64,776
22,698
35,753
LOSS.
422,226
360.230
PROPOSED
L. F.
78.023
45,751
73,640
INOICATE
( 121
S789.630
7.588
25,939
14.076
9,546
4.484
L. F.
145,729
22,347
35.200
17
$418,599
3,627
374.992
405,652
)
TOT
66.454
24,404
38,440
..
$371,031
3.961
797,218
838 999
N E
(11 ,
(10)
S789.630
7,588
PRESENT
Lr
79,275
3.423
26,091
PASADENA
SHORT
';111,438
34.291
5,998
.-
KNOLL
50,C63
16,391
S 61,375
17 900
2.814
5.873
1,238
625
OAK
...
3,184
18,355
PROPOSED ~TOR
COACH
LOOP OPERATIOO
FACTOR
5 (41 .781
6,558
(9)
422,226
400.821
3,135
----
TOT
LOAD
~21 .405
3.423
PROPOSED
40.015
25,392
119
50.063
14,713
(8)
374.992
438.178
OPERATIONS
PASADENA
LINE
5418,599
3.627
5(63.186)
AND TAXES
PASADENA
SHORT
(7)
5371,031
3,961
FACTOR
82.022
-27,730
KNOLL
LOAD
53.170
28,852
----
4,773
2.242
4.773
2,242
$507,623
BRACKETS
EXPENSES
68.137
SPARES
IN
OF OPERATING
36.347
489.062
28,768
FIGURES
DETAIL
OAK
797.218
907.194
'(109.976)
31.790
ETC.
PER UNIT
5(7.034)
7.588
142,799
10001100
INCLUDING
422.226
429.260
.(102.942)
(61
$789.630
64.776
9,982
1 ,212
458
8: TAXES
3.627
78.023
31,323
TOTAL
( 5)
5418,599
145.729
19.67
TAXES
66.454
'52,844
GENERAL
PASADENA
TOT
79.275
TRAFFIC
TOTAL
LINE
S 61.375
16.648
221,
TRANSPORTATION
24
PASADENA
SHORT
ONEMAN
PRESENT
~ 111,438
34,291
20.203
OF
OPERATIONS
FACTOR
S 50.063
16.391
-INCLUDING
RENT
LEASED UN I TS
COSTS
ECUIPMENT
TOTAL
16
17
18
Y.AY 8: STRUCTURES
II.
ECUIPMENT
MA INTENANCE
TIRES
8: TUBES
DEPRECIATION
13'
S 61,375
n .900
FROM
PROPOSED
LOAD
(4)
$371,031
3.961
...
6
7
RESULTS
L I N E
N E
OPERATtCNS
(3)
$418.599
3,627
422.226
470.531
.(132.631)
OR Loss
FINANCIAL
PROPOSED
(2)
S371 ,031
3.961
REVENUE
PASSENGER
1
2
I L
ANNUAL
FACTOR
PASADENA
P"SAOENA
I T E M
NO.
R A
LOAD
OAK
K N 0 L L
A
S H 0 R T
L
A DEN
MOTOR
COACHES
33
1.120,707.
33.961
..
10.739
10.476
40.
I 69
$537,648
MOTOR
COACHES
27
1,053,252
39,009
PRESENT RAIL
OPERATIONS
PRESENT
L. F.
I T E M
NO.
PROPOSED
L. F.
(1 )
1
2
PASSENGER
REVENUE
OTHER REVENUE
3
4
TOTAL REVENUE
OPERATING
EXPENSES
NET
INCOME
OR Loss
481.059
774.801
$(293.742)
DETAIL
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Eou IPMEN T
III. POWER
POWER USEO
OTHER POWER
TOTAL
COS TS
POWER
IV. CONDUCTING
TRANSPORTATION
TRAINMEN-OPERATORS
~AGES
CLEAN ING &
INSPECTING.
LUBRICATING
EOUIPMENT
ONEONTA TOWER - MAINTENANCE
& OPERATION
FLAGMEN & SWITCHTENDERS
FUEL & OIL
OTHER TRANSPORTATION
COSTS
TOTAL
CONDUCTING
PORTATION
TRANS -
24
V. TRAFFIC
25
26
VI. GENERAL
INJURIES & DAMAGES
OTHER GENERAL COSTS
27
28
29
30
31
32
33
34
TOTAL
GENERAL
TAXES
INSURANCE &
UNEMPLOYMENT
CARRIERS TAXING ACT
AD VALOREM TAX
FRANCHISE TAX
L.A.CITY LICENSE
LICENSE. WT.FEE. REGIS ..ETC.
STATE 3% GROSS RECEIPTS TAX
TOTAL
TAXES
(3)
(6)
481.059
730,246
481.059
653,280
481.059
604.994
539.925
520.670
539.925
462.927
$ (123.935)
$ .19,255
$(172.221)
EXPENSES
74.949
26.614
76.998
AND TAXES
74,949
28.480
74,949
26.614
3.097
1.645
2.842
1,510
103.429
101.563
103,429
101,563
4.742
46.533
43.484
28.402
25.541
32.838
30,686
40.000
26.000
43.552
11.904
82,286
23.267
21,742
23.2\i7
21.742
6,001
5.507
143.743
118.119
102.638
95.912
91 .669
74.283
44.709
24.261
41,779
22.671
36.415
19.760
34.029
18.465
68.970
64.450
56.175
52.494
245,588
57,583
229.488
53,809
150.057
57.583
140.194
53.809
3.671
3.671
3.671
3,671
1.722
1.722
4,316
4.316
44.121
41.229
44.121
352.685
329.919
5.447
4.352
39.972
10.926
61 .714
----147.109
32.325
135.016
29.668
41,229
53.230
40.358
48.854
37.040
259.748
243.219
273.022
250.578
5.090
5.447
5.090
3.581
3.287
38.829
61.162
36.285
57.154
38,829
61 .162
36.285
57,154
14.614
35.732
13.413
33,051
99.991
93.439
99.991
93.439
50.346
46.464
30.280
28.512
25,460
23.545
18.114
16.109
10.780
125
456
10.780
125
456
10.780
125
456
10.780
125
456
3.169
12.416
11.537
3.169
9.312
11.537
41.641
39.873
36.821
34.906
$774.801
$730.246
36
CLASS
OF EOUIPMENT
1100
1100
37
38
39
20
NUMBER OF UNITS. INCL. SPARES
778.145
MI LEA GE
38.907
AVERAGE MILES PER UNIT
16
727.149
45.447
INCLOSED
(5)
(4)
$533.622
6.303
OPERATING
EXPENSES
AND TAXES
FIGURES
PROPOSED
L. F.
$533,622
6,303
TOTAL
PRESENT
L.F.
$474,756
6,303
35
( )
PROPOSED
L.F.
$474.756
6,303
$(249.187)
$474.7'56
6,303
OF OPERATING
74.949
28.480
PRESENT
L.F.
(2)
$474.756
6,303
& TAXES
PROPOSED ONE-MAN
RAIL
OPERATIONS
IN BRACKETS
$653.280
$604.994
P.C.C.
P.C.C.
20
778.145
38.907
16
727,149
45.447
45.236
$520.670
MOTOR
COACHES
32
967.824
30.245
40.127'
$462.927
MOTOR
COACHES
24
888,261
37.011
ERR
ESTIMATED
ANNUAL
MAD
FINANCIAL
PRESENT OPERATIONS
AND PRESENT LOAD FACTOR
RAIL
LINE
MOTOR
COACH
TOT
R ELI
RESULTS
N E
FROM
OPERATIONS
PROPOSED ONE-MAN
RAIL OPERATIONS
PRESENT OPERATIONS
AND PROPOSED LOAD FACTOR
A
RAil
LINE
MOTOR
COACH
TOT
PRESENT
L. F.
PROPOSED
L. F.
L.F.
$ 81 .817
1.216
83.033
134.847
$'21.749
323
22.072
34.876
$103.566
1 .539
105.105
169.723
81.817
1.216
83.033
125.503
S 21.749
323
22.072
34.876
5103.566
1 .539
105.105
160.379
$103.566
1.539
105.105
201.424
$103.566
1 .539
105.105
181.671
$103.566
1.539
105.105
129.949
NET Loss
$(51.814)
$(12.804)
$(64.618)
$(42 .470)
$(12.804)
$(55.274)
$(96.319)
$(76.566)
$(24.844)
6
7
8
$ 14.714
4.002
18.716
$ 14.951
4.128
19.079
$ 14.137
3.682
17.819
$ 14.374
3.808
18 182
$ 22.232
6.953
29.185
$ 22.232
6.322
28.554
MA IN TENANCE
1
2
3
4
PASSENGER
REVENUE
OTHER
REVENUE
TOTAL
REVENUE
OPERATING
EXPENSES
TAXES
774
411
1.185
11
12
13
DEPRECIATION.
INCLUDING
OF LEASED
UNITS
OTHER
EOUIPMENT
COSTS
TOTAL
EOUI~MENT
14
15
16
III.POWER
POWE R USEO
OTHER POWER COSTS
TOTAL POWER
3.331
910
2.571
RENT
9.870
910
7.185
3.331
910
2.571
5.780
3.136
8.916
9.347
910
6.816
10.887
2.976
20.571
5.780
3.136
8.916
8.890
4.824
13.714
8.083
4.386
12.469
5.704
58.166
4.071
3.086
20.879
348
4.071
8.790
79.045
10.772
85.434
9.794
77 .822
13.306
10.089
68.250
704
274
978
1 .330
1.209
895
6.574
11 .296
17.870
5.020
7.907
12.927
1.118
2.702
3.820
6.138
10 609
16.747
9.480
14 932
24 412
8.619
13.577
22.196
3.653
8.842
12.495
8.772
230
83
8.772
230
8.772
230
105
8.772
230
105
388
639
2.269
8.772
230
83
388
639
16.342
13.702
388
639
2.269
$ 34.876
$169.723
$125.503
34.876
6.282
3.409
9.691
6.282
3.409
9.691
FUEL
OTHER
TOTAL
y.
&
6.200
63.130
4.071
3.086
20.879
765
274
5.456
8.594
14.050
1.118
2.702
3 .820
4.988
1.242
OIL
&
TRANSPORTATION
CONDUCTING
COSTS
TRANSPORTATION
TRAFFIC
348
4.Q71
9.286
84.009
1.039'
VI. GENERAL
INJURIES
8: DAMAGES
OTHER
GENERAL
COSTS
TOTAL
GENERAL
28
TAXES
UNEMPLOYMENT
29
30
31
32
33
34
AD VALOREM TAX
8.772
FRANCHISE TAX
230
L.A.CITY LICENSE
83
LICENSE. WEIGHT FEE. REGIS ..ETC.
STATE 3% GROSS RECEIPTS TAX
TOTAL TAXES
14.073
35
36
CLASS OF EOUIPMENT
CARRIERS
INSURANCE &
TAXiNG
ACT
$134.847
1100
1100/M.C.
MOTOR
1100
COACHES
37
NUMBER
38
39
MILEAGE
109.344
74.016
AVERAGE MILES PER UNIT
13.668
74.016
()
FIGURES INCLOSEO IN BRACKETS INDICATE LOSS
OF
UNITS.
INCL.
SPARES
9
183.360
20.373
83
MOTOR
COACHES
388
639
15.971
16.735
15.951
;;160.379
$201 .424
$181.671
1100/M.C.
P .C.C.
P.C.C.
189.978
21 .109
6
172.732
28.789
100.596
16.766
74.016
74.016
174.612
24.945
1.075
3.104
2 486
11 190
$129.949
MOTOR
COACHES
8
241.936
30.242
8.448
2.309
20.571
V 1ST
ESTIMATED
ANNUAL
(BASED
FINANCIAL
DN PRESENT
RESULTS
LOAD
FROM
FACTOR)
OPERATIONS
PROPOSED
PRESENT
RAIL
OPERATIONS
(1 )
PASSENGER
REVENUE
OTHER REVENUE
TOTAL RE VENUE
OPERATING
EXPENSES
NET
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
INCOME
&
TAXES
OR Loss
WAY
&
STRUCTURES
II. EQUIPMENT
MAINTENANCE
TIRES & TUBES
DEPRECIATION
OTHER EOUIPMENT
TOTAL
EOUIPMENT
II I. POWER
POWER USED
OTHER POWER
TOTAL
COSTS
COSTS
POWER
IV. CONDUCTING
TRANSPORTATION
TRAINMEN-OPERATORS
WAGES
INSPECTING.
CLEANING &
LUBRICATING
EOUIPMENT
FLAGMEN & SWITCHTENDERS
FUEL & OIL
OTHER TRANSPORTATION
COSTS
TOTAL CONDUCTING
PORTATION
TRANS-
(2 )
Los
ANGELESWATTS
(3)
$330,141
2.588
949.729
970.174
332.729
315.856
617.000
447.204
949.729
763.060
332.729
329.287
$(20.445)
S 16.873
$169.796
$186.669
3.442
5.662
$ 56.973
5.074
$ 25.671
1.870
$ 31.302
2.768
$ 56.973
4.638
2.032
1.080
1.403
746
62.047
27.541
34.070
61.611
3.112
2.149
19.738
5,395
41.143
2,719
30.000
6.264
40.000
9.274
70.000
15.538
105.421
53.328
74.535
127.863
89.187
68.995
68.358
37.094
21.877
11.872
32.388
17.575
54.265
29.447
105.452
33.749
49.963
83.712
410.514
93.878
92.283
34.595
136.617
51.214
228.900
85.809
96.536
21 .212
66.669
14.650
--
47.066
17.344
25.676
43.020
34.931
26.484
558.610
150.936
216.588
367.524
179.163
87.027
32.070
47.477
32
34
35
36
TOTAL
TOTAL
TAXES
OPERATING
EXPENSES
AND TAXES
24.124
18.290
123.733
2.350
1 .623
19.133
60.414
9.590
18.947
6.623
13.071
79.547
28.537
19.694
11.519
8,237
8.047
7.372
5.827
6.208
&
1.610
4.805
1.610
4.805
1.581
1.682
29
3.123
44.640
15.661
20.764
36.425
26.938
20.272
$447.204
$763.060
$329.287
$236.466
$970.174
PLAN
PLAN
242.128
236.466
29.178
16.999
26
31
$239.540 Ii
2.588
28.580
7,812
48.857
3 938
11.419
36.058
GENERAL
'B'
(6)
$943.259
6.470
7.714
24.356
TOTAL
PLAN
$613.118
3.882
V. TRAFFIC
TAXES
UNEMPLOYMENT
INSURANCE
CARRIERS TAXING ACT
AD VALOREM TAX
L.A.CITY LICENSE
LICENSE. WEIGHT FEE.
REGISTRATION.
ETC.
'A'
(5)
$330.141
2.588
20.932
66.095
28
29
30
PLAN
(4)
$943.259
6.470
VI. GENERAL
24
INJURIES & DAMAGES
25 OTHER GENERAL COSTS
27
Los
ANGELES SIERRA
Vi STA
$315.856
15
467.494
31. 166
20
692.082
34.604
35
1 .159.576
33.131
MOTOR
COACHES
19
635.104
33.427
INDICATE LOSS.
FIGURES
INCLOSED IN BRACKETS
$35.000 THAT WOULD BE
PASSENGER
REVENUE UNDER PLAN 'S' DOES NOT INCLUDE APPROXIMATELY
ON OTHER
RETAINED THROUGH HANDLING
A PORTION OF PRESENT SIERRA VISTA LINE PASSENGERS
P.E. LINES.
ST. AND MISSION ROAD-HUNTINGTON
A' INCLUDES PATRONAGE
IN AREA BETWEEN MISSION ROADALISO
IN AREA BETWEEN MISSION ROAD-ALISO
ST. AND MiSSiON ROAD'8' DOES NOT INCLUDE PATRONAGE
HUNTINGTON
DRIVE.
MOTOR
COACHES
16
438.615
27.413
DR .
PRESENT
NO.
I T E M
PRESENT
__
1
2
OTHER
3
4
OPERATING
PASSENGER
REVE;"UE
REVENUE
TOTAL
REVENUE
NET
&-
EXPENSES
INCOME
TAXES
PROPOSED
PRESENT
PLAN NO.
PROPOSED
PRESENT
PLAN NO.
PROPOSED
PRESENT
L_.F_._
L. F.
L.F.
L. F.
L.F.
L. F.
L. F.
(1)
(2 )
(3)
(4)
( 5)
(6 )
(7)
PROPOSED
L. F.
(8)
$337.874
4.820
5337.874
4.820
$337.874
4.820
$337.874
4.820
5321.056
4.820
5321.056
4.820
$321.056
4.820
5321.056
4.820
342.694
624.464
342.694
575.992
342.694
509.016
342.694
461.620
325.876
369.322
325.876
338.334
325.876
321.780
325.876
299.625
5(233.298)
5 (166.322)
$(118.926)
5 (43 .446)
1(12 .458)
4.096
26.25!
$(281.770)
OR Los S
RA r L
OPERATIONS
I.
6
7
48.087
21.779
48.087
19.938
48.087
21.779
69.866
68.025
69.866
75.454
69.073
21.720
21 .958
17.792
20.101
16.288
44.000
17,792
105.462
38.463
20.872
5'9.'3"35
MA INTENANCE
DEPREC
I ATI ON
TOTAL
II.
9
10
11
12
WAY
STRUCTURES
DEPRECIATION
OTHER
EoUI
TOTAL
16
1.975
1.049
68.025
3.271
3.024
19.883
32.000
16.288
30.038
8.210
74.571
4.139
27.772
7.591
66.857
3.826
PMENT
COS TS
----
Eau IPMENT
83.512
68.171
116.958
106.046
107.436
93.468
POWER
USED
OTHER
POWER
TOTAL
COSTS
35.211
19.107
27.847
15.111
25.492
13.833
POWER
54.318
42.958
39.325
126.p97
44.035
,,/51,1975
40.311
90.189
22.295
82.006
20.613
75.066
18.639
72.908
18.054
40.643
37.206
36.713
27.835
33.943
25.735
30.692
23.270
29.730
22.541
147.667
143.233
2.065
2.000
TRA1NMENOPERATORS
INSPECTING.
8:
FLAGMEN
FUEl
OTHER
22
8:
463
sw I TCHTENDERS
38.084
COSTS
TRANSPORTAT
CONDUCTING
I ON
274.176
VI.
24
25
175.407
40.311
INJURIES
251.044
177 .032
193.492
211 .375
AND
DAMAGES
GENERAL
COSTS
GENERAL
TOTAL
31
INS.
&"CARRIERS
3,.
TAx.Ac':
GROSS.~_ECEIPTS
STATE
AD VALOREM
TAX
L.A.
CITY
4.165
3.813
2.470
2.283
29.1;94
46.772
27.183
42.817
29.694
46.772
27.183
42.817
10.079
25.032
9.319
23.143
8.426
20.926
8.162
20.270
28.432
TOTAL
'hEIGHT
FEE.
76.466
70.000
76.466
70.000
35.111
32.462
24.747
22.825
20.169
18.289
12.757
7.927
11.663
7.927
11.021
7.927
10.279
7.927
2.544
11 .252
2.544
10.088
2.713
10.864
2.713
8.924
. $321.780
1299.625
TAX
255
250
REGISTRATION
33
CLASS
34
35
36
NUMBER
MilEAGE
AVERAGE
OF
UN I TS,
MILES
( )
FIGURES
PLAN NO. 1
PLAN NO. 2
PER
IN
RAil
RA Il
23.330
1624.464
1200
Eau I PMEN T
OF
INCL.
255
250
255
250
255
250
,ETC.
TAXES
32
SPARES
UN 1 T
22
595.061
27.048
$575.992
1200
16
544.741
34.046
18.794
20.674
$509.016
5461.620
P.C.C.
P.C.C.
34.480
1369.322
MOTOR
COACHES
29
6157.512
23.018
16
544.741
34.046
22
595.061
27.048
INDICATE
LOSS.
BRACKETS
NO DIRECT
MOTOR COACH SUBSTITUTION.
ABANDONMENT.
wiTH
DIRECT
MOTOR COACH SU BS TI TUT I ON
ABANDONMENT.
----
29.352
LICENSE
LICENSE.
162.297
3.813
TAXE5
27
27A
28
29
30
2.649
24.325
6.649
59.143
3.351
463
34 863
GENERAL
OTHER
26
25.112
6.864
72 .000
3.460
4.165
V. TRAFFIC
23
2.735
1.730
919
EQUIPMENT
Oil
TRANSPORTATION
TOTAL
191 .594
44.035
'hAGES
CLEANING
LUBRICATING
19
20
21
1.786
949
POWER
III.
14
15
2.136
1 .135
EQUIPMENT
MAINTENANCE
Tl'RES
8: TUBES
1J
48.087
19.938
AS
FAR
EAST
AS
SAN
GABRIEL
~
1338.334
29.843
MOTOR
COACHES
MOTOR
COACHES
MOTOR
COACHES
26
617.145
23.736
28
558.039
19.930
23
540.546
23.502
Bl VO.
IDENTIFIED
AS
TABLE
PROPOSED
ESTIMATED
NORTHERN
ANNUAL
NO.
DISTRICT
FINANCIAL
SHUTTLE
RESULTS
RAIL
FROM
PRESENT
RAIL SHUTTLE
SERV ICE
6TH 8< MA IN SIERRA VISTA
I T E M
NO.
I
PASSENGER
2
3
4
5
OTHER
OPERATING
NET
PASADENA
(LOOP)
MONROVIA
SIERRA
GLENDORA
MADRE
--&
EXPENSES
---
TAXES
INCOME OR Loss
----
TEMPLE
CI TY
----.
_.
REVENUE
PROPOSED
ALHAMBRA
REVENUE
REVENUE
TOTAL
LOA
D
FACTOR
MOTOR COACH OPERATIONS-SIERRA
VISTA TO
SERVICE
OPERATIONS
..
---.-
--
TOTAL
SI ,869,148
21.930
1,891,078
I ,981.913
$ (90.835)
LOA
RAIL SHUTTLE
SERV ICE
WOTOR COACH
6TH 8< MA IN
SIERRA VISTA
PASADENA
FACTOR
VISTA TO
ALHAMBRA
(LOOP)
MONROVIA
GLENDORA
_.
..
..
-..
OPERATIONSSIERRA
SIERRA
MAORE
..
---
CI TY
_.
..
---_.
---..
TEMPLE
----
----..
----
TOTAL
$1.869.148
21.930
1.891,078
1 .806.978
84,100
S
$105,000
39.505
144,505
MAINTENANCE
DEPRECIATION
<
9
10
11
12
13
64.547
t.'1A INTENANCE
--
Eou
45,550
32.273
142.370
COSTS
I PMENT
1.668
886
2,554
---23.457
6,412
48,857
3.232
81.956
2,269
1,206
3.475
31.911
8,722
56.571
4,397
'i"OT:601
486
258
6.835
1,868
15,429
942
II I, POIIER
14
15
16
POWER
OTHER
USED
POWER
COSTS
POWER
IOTA!
IV, CONDUCTING
17
18
LUBRICATING
y.
TOTAL
8<
COSTS
TRANSPORTATION
VI, GENERAL
INJURIES 8< DAMAGES
GENERAL
TOTAL
..
111,243
42,822
154,065
$105,000
35,167
140,167
152,348
23,999
220,407
44.371
441,125
57,459
40.548
28,730
126.737
62.016
33,653
95,669
55.207
29,958
85,165
_.
--
1.591
845
2.218
1,178
3.396
22,380
6.117
36.000
3.084
67,581
31,192
8,526
46 286
4,298
90,302
..
--..
--
194,288
79,874
84,447
17,411
114.881
23.685
24,607
5,073
92,152
18.999
510.375
145,042
172.955
71.104
80.570
16.611
112,291
23.151
73 721
347,883
28.670
21 737
152,265
39.003
29,571
207.140
8.354
6 ,334
31 ,286
23.721
107,313
155,084
917,814
65,627
309,686
27.354
20,739
145,274
38,123
28.905
202.470
7,556
1.929
2,624
2.105
14.776
6,726
1.840
2.565
53.861
84.839
138,700
7.871
19.549
27.419
10.708
26.593
37.301
2.294
5,696
7,9'90
8.590
' 21.332
29.922
83.324
158.008
241,332
47,947
75,524
123,471
7.510
18.650
26.160
10,467
25,993
36,460
36.207
10,139
13.417
3.000
11.091
73,854
32,708
9,269
12.771
--
..
---
8,390
2.065
..
8,148
8.390
2.065
26,384
6,439
117.132
..
----
486
258
1,578
838
$ 110.873
38,286
149.159
22,193
6.066
46.286
3.058
77.603
140,059
22,577
184,549
40.112
387.297
6,835
1.868
15,429
942
25,074
..
55.207
29.958
85.165
----
.-
24,607
5,073
79,893
16.472
470.316
132.411
8.354
44.368
27.124
20 ,565
144.054
100,955
142 ,170
845.852
562
1.825
13,518
2,294
7.447
18.494
75,665
144,357
220.022
EOUIPMENT
TRANSPORTATION
CONDUCTING
TRAFFIC
OTHER
25.598
6,997
54,000
3,527
90,122
62.016
33.653
95,669
FUEL 8<OIL
22
23
24
25
~AGES
INSPECTING, CLEANING
OTHER
1.820
967
2.787
TRANSPORTATION
TRAINMEN-OPERATORS
19
20
21
~
----
COSTS
GENERAL
~
~
~
~
TAXES
26
UNEMPLOYMENT
CARRIERS
27
28
29
30
31
32
33
34
35
36
AD
INSURANCE
TAXING
VALORE~
&
ACT
8.390
2,065
TAX
-TAX
TAXES
TOTAL OPERATING
EXPENSES
& TAXES
NU,,"BEROF UNITS.
I NCL.
SPARES
tvdLEAGE
IN
BRACKETS
7,372
_.
_.
46.662
17.511
$923.345
$283,636
1100-1200
CLASS OF EOUIPMENT
---
57
1,079.375
18,936
IN0 ICA TE LOSS.
~"OTOR
COACHES
19,
521,277
27.436
8,536
-2,328
3,846
25,799
829
6,157
1.764
21.003
$377.940
$ 84.895
$312.097
$1,981,.913
MOTOR
COACHES
6
151,895
25.316
MOTOR
COACHES
21
568.842
27.088
1100-1,,00
M!C
125
3.030,530
24,244
---MOTOR
COACHES
22
709.141
32,234
..
..
5,432
..
2,328
6,984
829
1,764
18,343
6.439
.105.965
14,701
$835.115
S257,992
$358,794
38
960,859
25.286
67.343
6.984
43.163
~IOTOR
COACHES
14
497.343
35,525
9.595
8,390
2,065
21,728
3.846
23,601
1100
3.000
MOTOR
COACHES
18
693,154
38.509
_.
6,157
$84.895
MOTOR
COACHES
6
151 .895
25.316
$270,182
MOTOR
COACHES
18
493,168
27.398
$1.806.978
1100M!C
94
2,796.419
29.749
TABLE
L 0 S
COMPARATIVE
SERVICE
PASADENA
TWOMAN
NO.
I T E M
PRESENT
L.F.
A N G E L E S
OAK
RA IL
PROPOSED
L. F.
KNOLL
AND
RAIL
PROPOSED
L.F.
. P A S A
DATA
L IN E
ONEMAN
PRESENT
L.F.
OPERATING
NO.
0 E N A
UNDER
PASADENA
TWOMAN
PRES EN T
L. F.
RA IL
L I N E S
VARIOUS
SHORT
PLANS
CONSIDERED
LINE
ONEMAN
RAIL
MOTOR
COACH
PROPOSED
L .F.'
PRESENT
L.F .-
PROPOSED
L.F.
9
4
3
15
4
16
3
9
4
11
3
28
10
30
7
21
10
24
7
11
2
13
16
2
18
11
2
13
30
3
33
24
3
27
PRESENT
L. F.
LINES
PROPOSED
L.F.
AM PEAK
BASE
p~! PEAK
NIGHT
5
6
7
VEHICLES
SPARES
TOTAL
II
<
8
9
10
11
IN SERVICE
13
4
15
4
9
4
10
15
2
17
13
4
15
4
9
4
10
4
15
4
16
3
10
2
12
15
2
17
10
2
12
16
2
18
II
OAK
KNOLL
15".20"
20"30"
15"20"
40".60"
15"20"
20"30"
15"20"
40"60"
15"20"
20"30"
15"20"
40".60"
15"20"
20".30"
15"20"
40".60"
10"20"
20"30"
10"20"
40".60"
10".20"
20".30"
10"20"
40"60"
10".20"
20".30"
10"20"
40".60"
SHORT
LINE
2 ".10"
12".14"
20"
20"
9 ".12" 4 "..6"
30".40 " 30"40"
10"20"
20"30"
10"20"
40"60"
OAK
KNOLL
SHORT
LINE
15"19"
20"
10"15"
30"40"
4"14"
20"
5" 10"
30"40 "
OUTBOUND TO PASADENA
INBOUND TO Los ANGELES
41
40
41
40
41
40
41
40
AM PEAK
BASE
PM PEAK
NIGHT
18 V. APPROXIMATE SPREAD OF
SERVICE (DAILY EXCEPT
SATURDAYS & SUNDAYS)
45
46
44
44
45
46
56
58
44
44
lrr
~
59"
50"
5 00 AM
TO
I 30 AM
58 "
56 "
59 "
50"
5 00 AM
TO
30 AM
(64
fJl:"
65"
55"
5 00 AM
TO
30 AM
64"
62"
65"
55"
5 00 AM
TO
30 AM
e
45"
37"
5 00 AM
TO
3 00 AM
44"
41 "
45"
37"
5 00 AM
TO
3 00 AM
~
49"
41"
5 00 AM
TO
3 00 AM
48 "
45"
49-"
41"
5 00 AM
TO
3 00 AM
69
67
53
55
65
63
55
0
58 "
52 "
43
9"
46"
37"
.......
55"
50"
58 "
52 "
43"
39 "
46 "
37 "
5 00 AM 5 00 AM
TO
TO
12 30 AM 2 00 AM
5 00 AM
TO
11 45 PM
5 00 AM
TO
30,AM
TWOMAN
PRESENT
RAIL OPERATIONS
L.F.
PROPOSED
ONEMAN
L.F.
PRESENT
RAIL OPERATIONS
PROPOSED
L.F.
L.F.
I. VEHICLES RE~UIRED
(DAILY
EXCEPT sATs. & SUNS.)
1
2
3
4
AM PEAK
BASE
PM PEAK
NIGHT
5
6
7
VEHICLES
SPARES
TOTAL
IN SERVICE
II. APPROXIMATE
HEADWAYs 8E.
TWEEN LOS ANGELES A N 0 __
(DAILY EXCEPT sATs.& SUNS.)
8
9
10
11
DORA
14
5
14
4
18
2
20
14
2
16
t 8
2
20
14
2
16
MONRO-
sATs.&
SUNS.)
GLEN
11
GLEN
MONRO
DORA
MONROVIA
15"40"
60"
2511-30"
11
40 .70"
GLEN.
GLEN
~
151t-20"
3011
1211.2011
40"70"
MONRO
GLEN
__ V_I_A_ ~
30"
1 5"
60"
30"
30"
10"20"
40"_70"40"70"
1511-40"
60"
25"30"
40".7011
GLEN
MONRO-
_V_I_A
__
15"20"
30"
1211-20"
40"70"
AM PEAK
9AsE
PM PEAK
N rGHT
APPROXI~ATE
SPREAD OF
SERVICE
(DAILY EXCEPT sATs. & SUNS.)
MONRO
__ V_I_A_
9 ".1511
30"
40"
20"
611_10"
30"
40"60"30"60"
VIA
DORA
GLEN
MONRO
ViA
57"
54"
60"
481
4 30 AM
TO
45 AM
DORA
77"
83"
8011
86"
73"
57"
54"
60"
48"
74"
80"
67"
(1)
(2)
(L)
83"
80"
86 "
7311
63"
60"
66"
54"
63"
60"
66"
54"
INCLUDES
8 TRIPS
INCLUDES
5 TRIPS
FROM
RUNNING
TIME
EL MOLINO
FOR LIMITED
TRIPS.
56
54
MONRO
ViA
6 "10"
20"
511-10"
30"-60"
SAN
MARINO
4"10"
20"
4"-10"
30"-60"
GLEN~
MONRO-
__ V_I_A_
30"
40"
30"
40"60"
15"
20"
6 "10"
30"-60'
SAN
AVE.
MARINO
62
60
(1)70
12)65
BALDWIN
AVE.
MARINO
(L)44"
46"
(L)46"
46"
11
5 00 AM
TO
30 AM
4 50 AM
TO
12 30 AM
4 30 AM
TO
45 AM
4 50 AM
TO
12 30 AM
AVE.
TO EL MOLINO
JUNCTION
TO
Los
JUNCTION.
ANGELES.
SAN
(L)35"
37"
IL)37"
37 "
BALDWIN
6"-10"
20"
5"10"
30 .60"
11
AVE.
28
28
55
55
GLEN.
MONRO
VIA
DORA
---91 "
85"
94"
82"
65"
61 "
68"
60'
SAN
~~
BAlOWIN
--------
VIA
29
29
77"
74"
80"
67"
BALDWIN
BALDWIN
MONRO-
V.
18
8
5
18
4
VIA
IV. APPROXIMATE
RUNNING
GLEN
TIME BETWEEN LOS ANGELES AND_ DORA
(DAILY EXCEPT sATs.& SUNS.)
14
15
16
17
II I. APPROXIMATE
NUMBER OF
ONE-WAY TRIPS BETWEEN
LOS ANGELES AND
- -
12
13
14
5
14
4
30!
15"
6011
30"
3011
10"20"
40 .70 40"
_70"
AM PEAK
BAS E
PM PEAK
NIGHT
(DAILY EXCEPT
GLEN-
18
5
18
4
60
59
6"10"
20"
5" 10"
30"-60"
SAN
MARINO
60
61
AVE.
SAN
MAR INO
49
46"
50"
46"
40"
37"
40"
37"
BALDWIN
00 A'-'
TO
30 AM
ONEMAN RAIL
OPERATIONS
IvllTOR COACH
OPERATIONS
PRESENT
PROPOSED
L. F.
L. F.
15" 20"
15"
60"
12'" 25"
60"
15"
60"
I. VEHICLES
REQUIRED
(DAILY
EXCEPT SATS. & SUNS.)
1
2
3
4
AM PEAK
BAS E
PM PEAK
NIGHT
5
6
7
VEHICLES
SPARES
TOTAL
IN SERVICE
I I. APPROXIMATE
HEADWAYS
BETWEEN LOS ANGELES
AND SIERRA MADRE
(1)
(DAILY EXCEPT SATURDAYS
AND SUNDAYS)
15"
60"
10"25"
15"
60"
10"25"
70"
AM PEAK
BASE
PM PEAK
NIGHT
70"
70"
15"
15"
60"80 "
60"80"
I I I. APPROXIMATE
NUMBER OF
ONE WAY TRIPS BETWEEN
LOS ANGELES AND
SIERRA MADRE (1) (DA ILY
EXCEPT SATS. & SUNS.)
12
13
OUTBOUND
TO SIERRA MADRE
INBOUND TO Los ANGELES
IV. APPROXIMATE
RUNNING
TIME BETWEEN
SII;:RRA MADRE AND
(DAILY EXCEPT SATS.
AND SUNS.)
14
15
16
17
AM PEAK
RASE
PM PEAK
NIGHT
(L)
60"
(L)
60"
18 V. APPROXIMATE
SPREAD OF
SERVICE
(DAILY
EXCEPT SATS. & SUNS.)
(1)
(L)
MADRE.
AS WELL
AS TRIPS
WHERE
TRANSFER
IS REQUIRED
L. A .. EL MONTE
v IA VALLEY
~LVD
MOTOR
COACH
LINE
PRESENT
PROPOSED
L. F.
L.F
)
(,
PROPOSED
PRESENT
( 2)
PRE
PRESENT
S EN T
L.F.
L F
L F
( 3)
( 4)
( 5)
L F
(6)
(DAILY
REQUIRED
VEHICLES
EXCEPT
SATS.
& SUN S. )
I.
1
2
3
4
AM PEAK
BA S E
PM PEAK
NIGHT
5
6
7
VEHICLES
SPARES
TOTAL
IN SERVICE
20
3
20
3
14
3
14
3
20
3
20
3
14
3
14
3
24
6
26
4
2S
8
28
6
20
2
22
14
2
16
20
2
22
14
2
16
26
29
28
3
31
HEAD
AYS
APPROXIMATE
BETI'oEEN
A N D
LOS
ANGELES
Ex. SATS.
(DAILY
& SUNS.
II.
8
9
10
11
PARK
BALDWIN
PARK
BALDWIN
PARK
I 5",30"
40"
15"30"
60"
20"30"
40"
20"30"
60"
1 5"30"
40"
15"30"
60"
20"30"
40"
20" 30"
60"
BALD"IN
PARK
BALD.,,'IN
BALDWIN
PARK
BALO'llr
BALDWIN
PARK
BALDWIN
GARF
I ELD
EL rv,ON
TE
EL MDN TE
BAL OW IN
PARK
6" 15"
10" 20"
7" 10"
30"
8"10"
20" 25"
5" 10"
30" 45"
IS" 30"
60"
20"
lOa"
EL MONTE
EL MONTE
8ALDWI N
----
PARK
----
AVE
AM PEAK
BASE
PM PEAK
NIGHT
NUMBER
OF
APPROXIMATE
BETwEEN
ONEWAY
TRIPS
A N 0
LOS ANGELES
Ex. SA TS. & SUNS.
(DAILY
6 "
10"20"
5" - 1 0'"
30"
III.
12
OU TBDUND
LOS ANGELES
13
INBOUND
TO
LOS ANGELES
...
LOCALS
LIMITEDS
FROM
IV.
AM
PEAK
15
BASE
16
PM
17
...
LOCALS
LI.,ITEDS
LOCALS
PEAK
NIGHT
...
...
LOCALS
LIMITEDS
LOCALS
PA RK
GARFIELD
AVE
I N
PARK
...
LOCALS
lI."TEDS
14
L. A.' EL MONTE
COVINAPQV,ONA
VIA GARVEY AVE.
~~TOR COACH
LINE
...
APPROXIMATE
SPREAD
OF
SERVICE
(DAILY
EXCEPT
SATS.&
SUNS.
cr
34
<1
31
<r
.34
(j:; 31
q
19
56
19
64
7
13
7
32
29
@ 32
@ 32
66
14
54
14
59
8
12
8
BALDWIN
PARK
BALDWIN
PARK
EL MONTE
BALDWIN
PARK
BALDWIN
PARK
8ALDWIN
PA RK
60"
60"
GARFIELD
AVE.
65"
6 S~
EL MONTE
---48"
33"
28"
48"
53"
53"
58"
58 '
33"
53"
60"
60"
65'"
6 5"
37"
29"
50"
29"
45"
5 45
a:
~
~
@
<S>
~
A"
TO
12
55"
55"
50"
50"
30
INCLUDES
INCLUDES
INCLUDES
INCLUDES
DOES
NOT
INCLUDES
A"
5 45
A~
TO
12
30
53"
47 "
63"
57"
55"
45"
56"
A'"
1 TRIP
TO EL MONTE
ONLY.
1 TRIP
FROM ORANGE
AVE
ONLY.
3 TRIPS
TO ROSEMEAD
ALVD
ONLY.
2 TRIPS
FROM
EL ~,ONTE ONLY.
INCLUDE
HEADWAYS
PROVIDED
BY COACHES
RUNNING
1 TRIP
TO OR FROM
ROSEMEAD
BLVD.
ONLY
LIMITED.WEST
OF GARFIE
M 0 N T E - B A L D W
)MPARATIVE
I
SERVICE
VIA
MONTE
MOTOR
COACH
L.A.EL
AND
VALLEY
LINE
PRESENT
OPERATING
DATA
L.A.
BLVD
PROPOSEO
L. F.
L.F.
(7 )
(8)
UNDER
EL
VARIOUS
PLANS
MONTECDVINAP~jONA
MOTOR
COACH
VIA
L1"JE
PRESENT
CONSIDERED
GARVEY
L. A . EL
MOl
AVE
PRESENT
L. F.
PROPOSEO
L.F.
L.F.
( 9)
(11)
( 10)
30
8
36
4
25
8
26
4
38
11
46
6
33
11
39
6
25
6
29
4
36
3
39
26
3
29
46
4
50
39
4
43
29
3
32
(2;
(5)
EL
GARFIELD
AVE
G.RFIELD
AVE
lvlONTE
----
6 "15"
IS"
5"- 10"
30"
6"15"
15"
6 "15"
6 .10"
6"12"
30"
6 "15"
15"
6 "13"
30"
15"
11
11
30
([;SAN
GABRIEL
ql YD.
i\~ON TE
EL
EL
MON TE
5" 17"
15"
6 "10"
30"
5" IS"
IS"
4" 10"
30"
([;SAN
GABRI EL
BL VD.
RALDWIN
PARK
10"
15"8"
30"
17"
30"
t 5"
50"
EL
,.\ON TE
El
GARFIElO
AVE
~ION TE
EL
GABRIEL
~.ON TE
8LVD.
BALDWIN
PARK
83
20
C)
58
26
74
20
56
20
90
14
67
22
74
16
~ 60
@ 22
70
15
fiO
78
14
63
20
(2)
MONTE
RALDWIN
<a
GARFIELD
EL
15
SAN
GABRIEL
BLVD.
~';ONTE
EL
GARFIELD
AVE
~ION TE
----
AVE
EL
MON TE
7 "17"
15"
8" 11"
30"
gALOWIN
PARK
GARFI
ELO
AVE.
EL
10" 17"
IS" 30"
8 "18"
30" 50"
7"19 "
20"
5" 14"
30 ".35
7 ".
20
5"30"
BALDWIN
PARK
GARFI
ELD
AVE.
EL
II
SAN
SAN
GARFIELD
AVE
7 ". 17"
15"
5" 15"
30"
EL
GABRIEL
EL
MONTE
BL VO.
42
15
84
9
70
17
43
15
67
17
( 10)
5
2.
42
15
75
10
64
16
40
(2; 17
64
12
(11 )
5
1
SAN
GABRI EL
9lVD.
PARK
EL
MONTE
GARFI
BALDWIN
PARK
ELD
EL
AVE.
33"
28"
48"
36"
32"
41 "45"
53"
36"
32"
41"45"
53"
33"
28"
44" -.
50"
33"
50"
35"
47"
56" 61"
35"
47
56 ". 61"
33"
50'
37"
31"
48" 50"
37"
31 "
48 "50"
41 "
33"
55"
41"
33"
55" 58"
37"
31 "
29"
45"
29"
52"
29"
33 "
28"
44"48"
33"
5 50 AM
TO
12 15 AM
5 50 AM
([;
DOES
SAN
<a
TO
NDT
12 15
HEADWAYS
TO
BY
COACHES
TRIPS
TO
ROSP.1EAD
@
( 10)
INCLUDES
INCLUDES
9
6
TRIPS
TRIPS
FROM
ROSEMEAD
TO ROSEMEAD
(II)
INCLUDES
TRIPS
FROM
ROSEMEAD
BLVD.
ONLY
~LVD.
ONLY.
P.LVD. ONLY
AlVO.
ONLY.
42"
5 50 AM
RUNNING
49"
43"
11
30
12 45 .M
PROVIDED
OLVO.
INCLUDES
58 "
52"
42"
5 5U AM
AM
INCLUDE
GABRIEL
43"- 49"
11
30
45"
LIMITED
TO
WEST
12 45 AM
OF
50
AM
48" - ~
45'
TO
11
5~
P l
ONTE
VIA
OR COACH
VAllEY
LINE
3lVO
A N
l.A.El
PROPOSEO
L. F.
1 5"
1 2"
35"
N TE
10-
20
6
22
4
34
9
39
30
9
33
6
8
2
12
I
6
2
8
1
22
2
24
39
4
43
33
3
36
12
1
13
8
1
9
f)
(J;
EL
MON TE
(J;
SAN
SABRI
El
EL
MONTE
SLVD.
SAN
BALOWIN
PARK
GABRIEL
'3L VD.
7"
15"
7"
30"
27"
30"
22"
60"
11 "20"
20"
9"18 "
30"
BALOWIN
PARK
SAN
GABRI EL
BL VO.
BALDWIN
PARK
SAN
GABRI EL
BL VD.
7 ". 17"
20"
5"15"
30"
7
27"
20" 40"
7 "22"
30"60"
7"25"
45"
6 "17"
80"
53
15
66
12
54
20
33
13
64
8
53
16
62
12
55
12
62
11
55
16
35
l2i 13
57
8
55
13
MONTE
BALDWIN
PARK
EL
MONTE
33"
28"
48 "
33"
0"
37 "
31 "
29"
EL
MONTE
SAN
GABRI EL
BLVD.
EL
36"
32"
41 "45"
53"
50"
35"
47"
50"
41 "
33"
45
30"
5 50 AM TO 11 55 PM
PRESENT
SERViCE
POMONA
SAN
GABRIEL
6 "13"
15"
4"11 "
30"
44"49"
42"
EL
MONTE
EL MoNTE
ft.
CZ
ft.
ft.
37
30
36
14
32
28
SAN
GABRIEL
BLVD.
SAN
GABRIEL
BLVD.
BALOWIN
PARK
56" 61 "
35"
47"
56" 61"
55" 58"
41 "
33"
52"
30"
41"
41 "
38"
38"
43"
43"
33"
33"
55" 58"
52 "
5 00 AM TO 12 45 AM
SERViCE
TO BE DISCONTINUED.
VIA VALLEY
BLVD.
AND L.A.EL
30"
45"
17"
80"
33
15
53"
42"
8
11
SAN
GABRIEL
BL VD.
41 "45"
44"49"
SAN
GABRIEL
BLVD.
SAN
GABRIEL
BL VD.
BALDWIN
PARK
36"
32"
6 00 AM TO 12 45 AM
l.A.BALDWIN
PARK RAIL
PASSENGER
TO BE PROVIDED
ON L.A.EL
MONTE
MOTOR COACH LINES.
SAN
GABRIEL
BL VD.
( 16)
EL MoNTE
65
15
8" 15"
15"
7"15"
30"
BL VD.
6"
PM
PROPOSED
L. F.
( 15)
EL MONTE
GARFIELO
AVE.
PRESENT
l. F.
( 14)
GARFI ELD
AVE.
ft.
L. A WilMAR
VIA
HEllMAN
AVE
MOTOR COACH liNE
AVE
PROPOSED
l. F.
5 "10"
20"
5" 11 "
30" 35"
13
,ARVEY
15"
20"
7 "18"
30"35"
N TE
VIA
liNE
( 13)
~
GARFIELD
AVE.
MONTECOViNAPOMONA
MOTOR COACH
PRESENT
l. F.
( 12)
ON TE
N O.
WiTH ADDITIONAL
MONTECOVINA
PRESENT
L.A.
BALDWlN
PARK RAIL
PASSENGER SERVICE
TO BE DISCONTINUED.
WiTH ADDITIONAL
SERVICE
TO BE PROVIDED
ON l.A.EL
MONTE ViA
VALLEV
BLVD.
AND l.A.EL
MONTECOVINA
POMONA "OTOR COACH LINES.
AS WELL AS NEW l.A.WILMAR
VIA HELLMAN AVE. MOTOR COACH
LINE
TO BE ESTABL I SHED.
5 45 A"
TO
12 15 AM
Rail Operation
Continued
liVithP.C.C. Cars
Item
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
--rA)
(B)
(A)
(B)
100,000 $
100,000
125,000
125,000
$3,120,000
7531253
2,043,331
1,500,000
870,000
50,000
20,000
76.,000
(13)
$9,352,584 $8,432,584
(14)
$7,309,253 $6,389,253
Proposed
Motor Coach Operation
2,160,000 . 1,818,000
35,000
35,000
10,000
10,000
355,000
355,000
$2~785,000
$2,443,000
ESTIMATED
LEDGER
PASADENA
DESCRIPTION
OF
RIGHT
OF
OTHER
LAND
WAY
USED
RAILWAY
504
505
506
507
ELECTRIC
OAK
MONROVIA
KNOLL
LINE
( 3)
11
WEST
MADRE
ALHAMBRA
ALHAMBRA
LINE
LINE
LINE
(4)
14.880
28.514
257.286
65.647
82.002
234.713
8ALLAST
TIES
&
( 5)
(6 )
WATTS-
SAN
SIERRA
V I ADUCT
VISTA
$ 12.332
82.875
16.460
$ 1.852
20.232
65.529
42.362
60.964
184.363
38.838
11.577
27.788
64.602
2.963
2.942
4.250
12.824
13.086
93.633
31.747
71.778
26.544
69.190
5.869
210.865
4.956
34.171
4.749
27.386
6.657
8.525
l, 117
47.292
26.111
8.269
ALl
SAN
All
ST.
ST.
$ 9.612
STS.
MACY
YARDS
( 10)
.624
PEDRO
SO
TO
SO
(9 )
(8 )
$ 1.684
15.610
1.344
ST.
NORTH
TO
LINE
(7)
42.689
253.083
3.156
PEDRO
33.944
127.878
RAIL
FASTENINGS
36.147
19.071
29.839
120.268
1.343
274
3.391
9.239
16.720
10.265
13.035
53.752
1.880
4.462
965
186
470
225
227
12.404
57.378
17.500
62.074
12.737
783
378
748
1.246
5.013
4.220
6.274
16.281
JOINTS
508
510
511
515
516
517
518
COMMUNICATION
521
DISTRI
523
524
SHOPS.
S P E C I AL
TRACK
30.723
131 .159
103.193
319,665
39.270
115.484
7.119
197.847
2.557
21.977
WO R K
AND
ROADWAY
LABOR
PAV:NG
BRIDGES.
&
&
TRESTLES
C R 0 S SIN
G s.
FEN C E S
&
SIGNALS
CULVERTS
SIGN
INTERLOCKERS
SYSTEMS
BUTION
SYSTEM
CARHOUSES
STATIONS.
AND
539
542
544
545
IN
SIERRA
LINE
66.037
435.537
38.321
TO BE ABANDONED
OPERATIONS
GRADING
RAILS.
PASADENA
(2 )
$
ENGINEERING
OF FACILITIES
SHORT
ACCOUNT
(1 )
501
502
503
VALUE
MiSC.
&
GARAGES
FlUILDINGS
22.109
31 .825
98.266
6.316
4.260
168
46
62.944
2.703
7.846
1.167
4.002
1.413
182
200
6.509
581
12.495
18.837
16.882
106.580
22.865
2.304
1 .236
1.463
8
2.700
104
6.409
2.209
2.361
5.345
STRUCTURES
POWER
PLANTS
POWER
PLANT
TRANSMiSSiON
53.165
272.925
32.601
1.297
EOUIPMENT
SYSTEM
FRANCHISES
24.734
99.531
26.375
VALLEY
JUNCTION
TO
EL
~OLINO
TO
TO
FAIR
MARINO
AND
TO
THE
(7)
SIERRA
VISTA
TO
CONNECTION
WITH
(8 )
NINTH
TO
(9 )
(10)
p, SAN
SWITCH
OAKS
OF
STREET
AND
TO
COLORADO
STREET.
LINE
THE
LINE
ALiSO
FROM
ALiSO
THE
STREETS
VIA
NINTH
&
SAN
PEDRO
THE
MACY
PASADENA
8< SIERRA
PARK
SUBSTATIONS.
THROUGH
TO
ARCADIA
LINES.
BETWEEN
MONROVIA
HUNTINGTON
TO
DRI
GLENDORA:
VE
ARCADIA
AND
SANTA
AZUSA
AZUSA.)
THE
MAIN
END
NEAR
STREET.
THE
FIRST
SOUTHERN
STREET.
PACIFIC
Los
TRACKS.
ANGELES
ALHAMBRA.
STREET.
ALl
STREETS.
OF
AND
MADRE.
TO
STREET.
(INCLUDES
TELEPHONE
ONEONTA
SIERRA
INTERSECTION
TO
PORTION
AND
FROM
AT
PASADENA.
ANI)
ONEONTA).
EXCEPT
RAY~OND
AVENUE.
ALHAMBRA.
ALHAMBRA-SAN
GABRIEL
LINE
AT
PEDRO
STREET.
CONSTRUCTION
TRANSMISSION
END
POINT
PEDRO
&
,ALNUT
JUNCTION
STREET),
OVERHEAD
STREET.
SAN
AT
AVENUE
PEDRO
SAN
LINE
VALLEY
(MYRTLE
(INCLUDES
SUBSTATIONS.
SAN
OF
FRO~
~'ONROVIA
AVENUE.
( 5)
( 6)
END
LINE
$397.994
$1.351.609
$476.843
TRANSMISSION
ONEONTA
400
2.190
$2.508.525
THE
STREET
TRACKS
YARDS.
ON
THE
VIADUCT
NORTHERLY
TO
AL
I SO
STREET.
SO
STREET.
AI'<' TA
&
TABlE rIO.
lh
SUMMARY
Item
TO BE ABArJOOHED
Cost to
Remove
Salvage
Net Cost to
Remove
(1)
(2)
0)
(1)
Track ,
$455,044
$188,623
$266,421
(2)
(4)
Overhead .
Signals . ~ ~~
Bridges
85,876
30,095
195,975
48,485
3,870
18,567
37,391
26,225
117,408
(5)
Total
$766,990
$259,545
$507,445
$ 83,621
87,610
62,828
7,463
143,366
45,435
$ 10,976
$(72,645)
8,120
14,011
5.353
(63,325)
(44,913)
23,490
312.937
3,097
229,149
$766,990
$509,220
0)
95,730
76,839
12,816
80,041
522
. _...
Item
(1)
(2)
0)
Cost to
Remove
(1)
(4)
41'
Total
Sa1vare
(2)
Net Cost to
Remove
(3)
$75.840
7,021
760
$ 6,932
$68,908
2,959
210
4,062
550
$83,621
$10.101
Item.
.............
(1)
(2)
Track ........ ,
Overhead ~~
0)
Si gna 1 s ..
(4)
,.,
Total
Cost to
Remove
Salvage
Net Cost to
Remove
(1)
(2)
0)
$78,275
9,025
310
$ 5,690
$72,585
6,005
60
3,020
250
$87.610
$11.755
~75,855
TAI3LE NO.. 16
TO BE ABANDONED
Net Cost to
Salvage
Remove
$4S,125
15,082
$3~933
25.435
S20
2.624
S,795
22.S11
$143.366
~,66,651
$76,715
(2) -
(1)
(1)
(2)
Track
Overhead
(3)
SignaJ..s
(4)
Bridges ~..
#'
<II .
f .,
II
(5)
""
,
4.f._ ..'..
Total ,
$. S3.osS
25,25S
9,615
Item
TO BE ABANDONED
AT SIERRA HADRE
Net Cost to
Remove
Salvage
(1)
(2)
0)
$25,791
61133
510
625
$18,S96
.,.........
$44,687
S,461
3,660
6,020
Total .
$62,82S
$33,0 9
(1)
T ra ck ....
(2)
Overhead ~ ~.
0)
Signals
(4)
......................
Bridges
.........
( 5)
10,176
Cost to
Remove
0)
"....
......
2,328
3,150
5.325
$29,769
TO BE ABANDONED
Item
"
(3)
(4)
Cost to
Remove
s
(1)
(2)
'
Total ",
Salvage
(1)
$43,985
1.450
$45.435
~2)
(3)'
'"
$43.985
( 5)
Net Salvage
(Track
,.~
Net Cost to
Remove
522
928
522
$44.913
..
e.
($44.913)
(1)
(2)
(3)
Track .
Overhead ~
; t'
Signals ~ .
(4)
Total ,
4 4
5.
$20,615
2,225
650
$ 2,205
802
90
$18,410
1,423
560
$2:2.499
$ 3,097
$20,393
Track ,.
Ove~head
Signals
~.~ _ ~
$4
Salvage
(2)
2,107
120
$ 4,080
1,096
30
$ 1,156
1,011
$ 7,461
$ 51206
$ 2,257
$ 5,236
( 5)
( 6)
Net Cost to
Remove
(3)
90
7.610
.
Net Sal vare .. " .. ". _.
# .
\0'" .
$ 5,~53
TABLE NO. 13
Item
(1)
(2)
0)
(4)
( 5)
Oneonta to El Molino
Track ~ . ~~.~.~.
Overhead ,
Signals ~ ~
Brid~es ~.
Total
Cost to
Remove
Salvage
Net Cost to
Remove
(1)
(2)
0)
$103,348
30,329
14,740
164.520
$ 95,800
15,886
2,100
15.318
$ 7,548
14,443
12,640
149,202
$312,937
$129,104
$183,833
(a)
(b)
( c)
20,395
29,200
13,600
36,qSQ
100,045
(d)
(i
83,788)
TABLE NO. 19
ESTnJ~TED PRZSENT CO~mITION OF TRACK AND ROADWAY
PASADENA SHORT LINE - VALLEY JUNCTION TO
FAIR Ot\KS AVENUE & COLORADO STREET
Section
Item
-
From
To
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
Indian Village
outbound
Inbound
Indian VilJag3 Topaz
Topaz
Eastern Ave.
Van Horne
Oneonta
Monterey Rd.
Eastern Ave.
Van Horne
Oneonta
Monterey Rd.
Mission st.
(Rehabilitated)
Mission st.
Hotel Raymond
Hotel Raymcnd California st.
Calif. &
Fair Oaks
Raymond & Green
Green St.
Colorado st.
60
60
60
60
Estimated Condition
Per Cent
Ties Bale
Rails
( 5)
16)
(4)
Main Local Main Local Main
--
90
90
90
90
90
90
60
1943
1937
1906 1945
1910
1910
1910
1910
1902
15
15
15
15
rrr
60
55
60
60
65
65
40
65
65
60
60
60
35
55
65
55
45
55
65
55
45
91
128G
91
1947
1926
1915
75
50
30
75
60
40
75
60
40
128G
72
1914
1908
50
25
50
25
50
25
Section
Item
From
(1)
(1) Oneonta
(2) El Molino
To
(2)
El Molino
Huntington
Hotel
Huntington
Hotel
Colorado st.
(4) Colorado St.
& Lake Ave. Raymond
Estimated Condition
Rail & Date Installed
Per Cent
Date
Rail Weight
Installed
Rails
Ties Bal.
(Lb.)
(3)
(5)
(4)
Local Main Local Main -Local Main
-W-90
20 ""60
60
60
1910 1945
-m m
60
1906
30
60
60
91
1914
30
30
50
1923
45
45
65
(3)
128G
TABLE NO. 20
ESTllJ1ATEDPitESENT CONDITION OF TRACK AND ROADWAY
MONROVIA-GLENDORA L1$ - (EL MOLINO TO GLENDORA)
Section
Item
From
To
(2)
(1)
(1)
(2)
(3)
(4)
(5)
(6)
(7)
Bal .
Rails
Ties
(4)
( 5)
(6)
60
193
25
50
50
75
1927
45
50
50
60
1907
25
50
50
75
70
75
70
1926
1907
1923
1907
35
35
75
35
40
50
75
50
40
50
75
50
(3)
1st Ave.,
El Molino
1st Ave.,
Estimated Condition
Per Cent
Arcadia
5th Ave.,
Arcadia
9th Ave.,
Monrovia
Arcadia
5th Ave.,
Arcadia
9th Ave.,
Monrovia
Shamrock Ave.
Shamrock Ave. Azusa
Azusa, Cityof Azusa, City of
Azusa
Glendora
Section
Item
(1)
(2)
(3)
(4)
From
(1)
To
(2)
San Marino
Colorado st.
Colorado st. Central Ave.,
Sier a Madre
Central Ave. Sierra Madre
Station
Sierra Madre
Station
Wilson Trail
~~DWIN
Section
From
(1)--
To
(2)
Estimated Condition
Per Cent
Rails
(5)
Ties
(6)
Bal.
60
1904
40
50
50
60
1906
40
50
50
72
1933
50
50
50
60
1906
40
50
50
PARK LINE
Estimated Condition
Per Cent
Rails
(5)
Ties
Bal.
(6)
75
75
75
75
90
90
1927
1945
00
90
Immediate
Future
( 1)
(2)
Total
Amount
(3)
(1) Oneonta
(2) California st.
(3)
California st.
~ 67,600 $254,794 $322,394
Carhouse (Walnut st.)
5,928
5,928
Sub-total
$ 73,528 i254,794 $328,322
(4) El Molino
H~~tington Hotel
Oak Knoll Circle
F&ir Oaks & Colorado
Sub-total
(5 )
(6 )
(7)
Huntington Hotel
Oak Knoll Circle
$ 15,418
$ 16,889 $ 32,307
MONROVIA-GLENDORA LINE
(8) El Molino Jet.
(9) San Marino Jet.
(10) Santa Anita Ave.
(11) Myrtle Ave.
(12)
(18)
El ;'Jlolino
Valley Jet.
Sub-total
TABLE.NO. 22
STATISTICS A:m TRErmS
PASADENAVIA SHORTLINE
Month
or
Year
m-
%
Revenue
pas~)ger~
(2
Incr. Over
Same Period
Prior Year
0)
Passenger
Revenue
Vehicle
Miles
(Cents)
Revenue
Per Hile
( Cents)
Revenue Per
Passenger
(4)
(5)
(6)
(7)
$ 197,981
205,245
132,481
468,495
463,644
468,343
42.26
3S.96
13,89
14.81
13.18
184,964
251,857
340,501
397,306
417,655
424,743
438,225
476,421
534,682
592,733
610,040
585,518
42.21
52.86
63.68
67.03
68.46
72.54
13.03
13.33
14.03
13.45
13.86
14.36
42,878
35,079
36,965
35,620
34,947
33,440
34',756
36,183
34,110
31,772
31,968
31,639
419,357
52,521
42,536
45,922
44,907
44,975
43,126
43,314
42,865
41,994
44,246
41,676
44,572
532,654
81.64
82.47
80.50
79.32
77.70
77.54
80.24
84.41
81.23
71.81
76.71
70.98
78.72
16.62
16.61
16..29
16.52
16.22
16.69
16.61
17.19
16.94
15.52
16.65
15.52
16.45
(10.91)
(11.81)
37,456
33,170
37,112
34,271
33,921
34,700
36,151
37,105
34,376
34,458
49,949
39,997
43,122
41,165
43,757
41,604
38,796
38,126
37,249
38,293
74.99
82.93
86.06
83.25
77.52
83.41
93.18
97.32
92.29
89..99
16.32
18.19
18.86
18.53
18.58
18.94
19.49
19.85
19.16
19.08
(12.15)
$ 352,720
412,058
85.60
18.65
1938
1939
1940
1941
1,425,056
1,385,806
1,384,818
1,41B,990
1942
1943
1944
1945
1946
1947
1,889,395
2,462,576
2,954,838
3,014,188
2,956,939
33~21
30.34
19.99
2.01
1..90
Jan.
, Feb.
Hch.
Apr.
Nay
June
July
Aug.
Sept.
Oct.
IJov.
Dec.
Total 147
257,961
211,213
226,984
215,650
215,522
200,329
209,199
210,530
201,374
204,743
191,989
203,897
2,549,391
(12..03)
(2~76)
(:!1J.)
2.47
~)
(11.25)
(16.77)
(10.82)
(16.69)
(17.11)
(15.22)
(13.18)
(13.97)
(13.39)
(15.84)
(13.78)
44.27 .
1948
Jan.
Feb.
Nch.
Apr.
Hay
JUrJ.e
July
Aug.
Sept.
Oct.
Total to Date
229,4$1
182,353
196,770
184,996
182,570
183,190
185,467
186,965
179,405
180,567
(11.04)
(13.66)
(13.31)
(14.21)
(15.29)
(8.56)
(11.34)
(ll:l9)
..(RED FIGURES)
lionth
or .
Year
% Incr.
Over
(if"
Revenue
Passengers
(2)
1938
1,568,936
1939
1,lt79,562
(5..70)
1940
1941
1942
1943
1944
1945
1946
1947
Jan.
Feb.
1,487,951
1,545,224
2,084,278
2,623,445
2,906,414
2,853,785
2,707,648
3.85
34.89
.25.87
10.79
(1.81)
(5.12)
!'leh.
Apr.
Flay
June
July
l-I.Ug.
Sept.
Oct.
Nov.
Dec.
Total' 47
1948
J <'In.
Feb.
Eeh
Apr.
hay
June
July
riug.
Same Period
Prior Year
(3)
,,57
Passenger
Revenue
(4)
(Cents)
Vehicle Revenue
.liles Per Mile
(6)
(5)
$ 233,651
576,264
40.55
14.S9
219,558
201,543
210,908
294,418
369,010
386,634
393,239
391,582
553,780
548,634
536,478
573,188
654,436
713,296
718,424
701,615
39.65
36.74
39~31
51.36
56.39
54.20
54.74
55.81
14;,Blt
13.55
13.65
14.13
14.07
13.30
13.78
14.46
61,712
51,673
54,515
53,135
53,150
51,850
51,194
49,963
48,613
52,721
48,912
51,239
628,677
64.60
63.10
60.64
61.16
58.96
61.97
59.69
60.99
63.90
56.44
59.44
56.19
60.64
16.19
16.16
15.82
16.09
15.76
16.27
16.18
16.74
16.50
15.08
16.23
15.07
16.00
(Cents)
Revenue Per
Passenger
(7)
246,280
201,768
209,009
201,938
198,784
197,549
188,855
182,066
188,223
197,360
179,147
190,985
2,381,964
(lL 28)
(16.29)
(5.81)
(12.45)
(18..55)
(18.87)
{8.79)
(10.29)
(13.00 )
(14.11)
(12.03)
39,866
32,608
33,060
32,495
31,337
32,133
30,558
30,470
31,064
29,758
29,075
28,790
381,214
206,747
168,125
182,609
172,725
169,481
174,187
169,157
163,494
153,214
156,860
(16.02)
(16.67)
(12.63)
(14.47)
(14.74)
(11.83)
~10.43 ~
10.20
(18.60)
(20.52)
32,860
29,043
32,761
30,385
29,926
31,380
31,315
30,866
27,964
29,239
54,316
46,942
51,044
49,258
49,034
49,273
42,687
41,406
40,300
41,575
59.95
61.87
64.18
61.69
61.03
63.69
73.36
74.54
69.39
70.33
15.89
17.27
17.94
17.59
17.66
18.02
18.51
18.88
13.25
18.64
(14.67)
$ 305,739
466,335
65.56
17.81
Sept.
Oct.
Total to date
10 J:~os.1943 1,716,599
(6.62)
(8.08)
(RED FIGURES)
lJionth
or
Year
llr
% Incr.
Revenue
Passengers
(2)
1938
850,839
1939
838,159
1940
1941
1942
1943
1944
1945
1946
1947
Jan.
Feb.
}1ch.
Apr.
May
June
July
Aug.
Sep~
Oct.
Nov.
Dec.
Tatal'47
12M.
Jan.
Feb.
Merl.
Apr.
895,,139
1,00~126
1,323,765
2,444,625
2,500,928
2,730,816
2,55l,,850
Over
Same Period
Prior Year
(3)
(m)
6.80
11.95
32.10
84.67
2.30
~
(6.55)
(7.61)
(12.48)
(25.76)
(25.77)
(11. 79)
(10.11)
(H~..51)
(16.01)
(7.37 )
(2.62)
0.64)
303 t 983
(11.31)
h.ay
June
July
Aug.
Sept.
Oct.
Total to Date
10 has. 1948 1,818,394
(4)
~)
(12.51)
507.,313 36.93
511,668 38.94
564,536 47.25
971,003
49.22
956,124
49.17
973,008
55,58
902,726
59.95
75,701 .
$489,66~
99,918
91,165
72,237
70.,521
68,235
61,446
62,949
63,059
61J363
63,609
714,502
(Cents)
Revenue Per
Passenger
(7)
36.33
22.31
3S.53
23.27
20.93
19~88
20.15
19..
55
18.80
19~80
21.21
(4.45)
(~)
(6)
187,356
199,255
266,766
477.,954
470,131
540,801
541,214
(3.08)
(2.34)
(5,30)
(8.91)
(10.03)
16.26
. ( 5)
195,025
74,784
52,170
48,583
45,683
38,573
39,266
39,158
37,311
38,433
~)
Vehicle
Miles
522,551
506,194
$ 189,843
342,744
289~741
210~481
153,738
156,643
151,915
148,151
143,692
146,130
159,847
14$,804
180,751
2,232,637
263,259
189,379
178,734
169,945
145,174
143,592
140,331
138,389
145,608
Passenger
Revenue
(Cents)
Revenue
Per Mile
25.62
25.54
23.13
21.90
21.48
22.11
21.99
22.75
22,,46
20.53
22,,08
21.53
23,,02
75.77
82.03
72.22
68.89
66.95
62.78
62.38
62.10
60.80
60.42
24.90
28.41
27.55
27.18
26.8B
26.57
27.35
27.90
26.96
26.39
68.53
26.93
(RED FIGURES)
% Iner.
Month
or
Year
Revenue
Passenpers
(i)
(2)
1938
299,122
1939
287,971
19/+0
309,475
1941
191~2
1943
1944
1945
1946
13..47
Jan.
Feb.
Ivich.
Apr.
Eay
June
July
Aug.
Sept.
Oct.
Nov.
Dec.
Total 147
1948
Jan.
Feb.
321,495
450,635
533,7013
625,311
618,190
594,494
Meb.
Apr.
Iviay
~~June
July
Aug.
Sept.
Oct.
Over
Vehicle
Miles
( 5~
(Cents)
(Cents)
Revenue Revenue Fer
Per Hile Passenger
(6)
(7)
Same Period
Prior
Year
,
Passenger
Revenue
$ 50,984
50,972
152~7S6
147,253
33.37
34.62
17.04
7.47
3.88
40.17
18.43
17..t.1
(1.14)
(3.83)
47,157
43,577
62,844
73,799
82,426
89,335
90,345
147,206
150,326
165,176
185,107
192,385
198,038
200,372
32.03
28.99
38.05
39.87
42.84
45.11
45.13
15.24
13.55
13.95
13.83
13.18
14.45
15.20
59,575
48,504
52,088
49,880
48,838
47,942
47,567
44,593
44,894
52,210
47,351
48,899
592,341
6.42
;.24
.59
(7.33)
4.75
(.66)
0.20 )
(6.76)
18,876
16,125
17,610
16,916
17,170
1.14
.28
(1. 79)
(.36)
10,099
8,212
8,628
8,358
8,065
8.149
8,086
7,776
7,766
8,278
8,085
7,745
99,247
53.50
50.93
48.99
49.41
46.97
49.48
52.01
51.75
53.37
52.04
56.12
47.27
50.99
16.95
16.93
16.56
16.76
16.51
17.00
17,00
17.44
17.30
15.86
17.07
15.84
16.76
54,836
45,599
50,011
(7.95)
(5.99)
0.99 )
0.08)
(4.85)
(3.87)
(9.70)
(5.30)
L7'156)
(16.68)
9,115
8,098
9,278
8,704
8,382
8,379
7,787
7,881
7,571
7,786
16,161
14,149
15,899
15,425
15,390
15,295
15,744
14,981
15,253
56.40
57.23
58.36
56.43
56.58
54.44
50.91
50.06
50.54
51.05
16.62
17.76
18.55
18.00
18,,04
18.18
18.28
18.66
18.24
17.90
$ 82,981
153,111
54.20
17.99
l.8,343
46,469
46,085
42,594
42,231
41,502
43,500
Total to :)ate
10 -'os.1948 461,170
(3)'
(113)
(~)
(7.04)
(4)
16,1+69
15,548
15,026
14,550
15,907
14,406
16,386
194,989
14,F514
17.70
TABLE NO.
26
% Iner. Over
Honth
or
Year
Revenue
Pass.engers
liT
1938
1939
4,688,449
6,457,378
1940
1941
1942
1943
1944
1945
1946
191..7
4,808,601
5,287,675
6,434,506
7,824,010
11,507,205
12,973,031
13,664,061
Jan.
Feb.
Hch .
Apr.
Nay
June
July
Aug.
Sept.
Oct.
Nov.
Dec.
1,107,151
Total '47
19413
Jan.
Feb.
Hch.
Apr.
9139,896
1,064,240
1,0/+0,600
1,042,676
1,023,978
1,040,682
1,048,712
1,036,874
1~061,386
991,095
1,052, ~no
12,500,100
Hay
June
July
AU[;.
Sept.
Oct.
Total to Date
10
(2)
}'1os.
1948
1,023,541
831.,446
902,265
825,429
1313,2h7
798,885
812,444
812,6213
780,171
792,51.3
Same Period
Prior Year_
Passenger
Revenue
Vehicle
Miles
0)
(4)
( 5)
37.73
(25.53)
9.96
21.69
21.59
(6)
(7)
29.43
29'.H3
6.56
6.28
960,464
960,233
1,004,775
1,217,165
1.
428,971
1,571,839
1,543,299
33.51
35.54
44.19
50.37
6.69
6.45
6.90
63.57
61.79
12.74
5.33
321,872
341,232
443,995
613,043
854,820
903,463
928,051
blt.2
77 ,340
121,6613
(i.95)
(4.30)
(7.12)
(28.03)
r4 .5~)
(10.90)
(10.88)
(~.50)
(8.06)
(7.24)
(276)
(8.52)
613,963
111,609
124,623
47.013
(7,55)
(16.01)
(15.22)
(20.68)
(22.00)
(21,98)
(~i! 93)
(22.51)
(2~.-76)
(25.33)
(1274)
(Cents)
(Cents)
Revenue Revenue Per
,Per Mile Passenger
72,750
72,099
70,893
71,723
72,545
75~619
73,701
69,062
69,277
6g,466
862,438
70,0137
75,939
85,555
76,779
75,912
76,040
79,598
81,106
75,240
77,032
$ 773,288
59.132
57.413
60.13
513,38
1113,969
121,521
117,757
123,750
124,457
120,886
123,194
120,359
130,397
1,459,190
125',g54
112,714
115,909
112,190
110,745
60~60
58.34
60.91
58.62
60.76
60.97
56,06
57.56
52.51
59.10
7.134
7.43
6.96
6~79
6.99
6.97
6.84
6.93
6.130
700
6.97
7..21
7.11
6.51
6.99
6.50
6.90
106,307
110,580
55..69
67~37
73.81
68.44
68.55
71.03
72.97
73.92
70.78
69.66
6.85
9.13
12.85
9.30
9.33
9.52
9.80
9.98
9.64
9.72
1,120,142
69.03
9.21
107,Oh13
109,077
109,7113
(RED FIGURES)
mLE.NOt
27
STATISTICS ANDTFENDS
LOS ANGELES-EL MONTE-BALDWIN
PAHK LINE
.
r
Month
or
Year
(If
1947
May
June
July
Aug.
sept.
Oct.
Nov.
Dec.
Total Last
8 Mos. 1947
% Incr~ Over
(Cents)
(Cents)
Revenue
Same Period Passenger Vehicle Revenue Revenue Per
Prior Year
Revenue
Miles P~r Mile passenger
pa~1e~ser!
,
2
0)
(4)
( 5)
(6)
(7)
154,890
150,685
154,811
154,447
152,058
161,910
151,076
164,758
$ 24,891
24,215
24,878
24,820
24,436
26,019
24,278
26,477
54,183
50,646
51,783
51,667
50,416
52,491
50,088
54,994
45.94
47.81
48.04
48.04
'48.47
4957
48.47
4$.15
16.07
16.07
16.07
10.07
i6.07
16.07
1,244,635
$200,014
416,268
48.05
16.07
1948
Jan.
156,462
Feb.
139,294
Mar.
153,745
Apr.
141,885
May
141,728
June
144,973
July
142,033
Aug.
141,163
sept.
137,038
Oct.
137,170
Total to date
10 Mos. 1948 1,437,491
$ 25,143
26,981
29,780
27,483
27,453
28,081
27,512
27,343
26,544
26,570
53,443
47,754
53,237
51,188
50,375
46,799
45,540
46,064
47,561
47,608
47.05
56.50
5594
53.69
54.50
60.QO
60.41
59.36
55.81
55.81
16.07
20.39
1937
1937
19..37
19.'.37
19~37
19~37
19 .
37
19.37
$272,890
489,569
55.74
19.01
(8.50)
(3.79)
(8.25)
(8.bO)
(9:"88)
(15~.?8)
lq.07
16.07
I
I
I
I
e
;;S'
,.
,,'.i
II
E'I'
I'
I
I
I
I
I
I
..
-~
{~
"
,,'
IJ
\t _
--- '"
t~
""~
"", t
--
l'UILLlHES-l"ASStNGvtON1..Y
ILLINEI-fl!tIGHTOHLY
........
~
:<
u
o
a:
?i
:I:
z
-<
~
-<
<I)
\!I
:I:
MONROVIA
:L
GLENDORA
PROPOSED
FREIGHT CONNECTIONS
PORTION THROUGH ARCADIA
BETWEEN
SANTA
HUNTINGTON
ANITA
DRIVE
AND
AVE. TO BE
RETAINED.
LOS
ANGELES
ODI=-=><:a:I<X:ICI
-.-.-"0-0-"0-
FREIGHT
PRESENT
PROPOSED
MOTOR
COACH LINES.
RAIL PASSENGER
RAIL
LINES.
SERVICE
ABANDONMENT.
PROPOSED
RAIL
ABANDONMENT.
--~
PRESENT
_-
PROPOSED
MOTOR
PROPOSED
FREIGHT
COACH
LINES.
NNECTIONS
PASSENGERS,
SEATS. AND
UNITS OF EQUIPMENT
AT VALLEY JUNCTION
INBOUND AND LEAVING VALLEY JUNCTION
BY HALFHOUR
PERIODS ON MONDAY, AUGUST 16. 1948
ARRIVING
CHART
NO.
OUTBOUND
IV
400
{/)
!C
350
~ 300
~ 250
-<
{/)
r-'"
I
I
200
I
I
I
I
I
150
~
~
~ 100
P.': 50
{/)
I
I
I
L.__,
I
t
-,
0
x
x
x
400
{/)
E-<
----
350
-< 300
~
----,
~ 200
{/)
~
{/)
co:
50
0
r-'
150
100
6
5
250
Passengers
Seats
I
I
r-'
I
_J
I
I
r-,
L- __ ~_J
{/)
l2:
t:l
Ik.
0
1 ~
0
ARRIVING
PASSENGERS,
SEATS, AND UNITS OF EQUIPMENT
AT VALLEY JUNCTION
INBOUND AND LEAVING VALLEY JUNCTION
BY HALF-HOUR
PERIODS ON MONDAY, AUGUST 16, 1948
400
CJ)
350
~ 300
~
250
~
-.:
---I
200
~ 150
~
I
I
'---1,
z 100
~
CJ)
-.:
50
0
x
x
x
400
CJ)
~
CJ)
0
-.:
350
300
250
200
__
.--.
, ,
..1
CJ)
~ 150
~
I
1
z 100
~
CJ)
'-_..!
p...
50
0
_
I
I
p...
'--I
OUTBOUND
LOS
E S - G LEN
D 0 R A
LOS ANGELES--SIERRA
Ul
ARRIVING
400
~ 350
~ 300
IN E
CARS
PASSENGERS.
SEATS. AND UNITS
OF EQUIPMENT
AT VALLEY JUNCTION
INBOUND AND LEAVING VALLEY JUNCTION
BY HALF-HOUR
PERIODS ON MONDAY. AUGUST 16. 1948
CHART
NO.
OUTBOUND
250
r-l
100
..JI
___________________
50
II
I
I
I
I
I
I
1.._,
2 ~
I
'-_,
500
x
x
x
Passengers
450
Seats
Ul
~ 400
t3
350
a 300
Ul
250
~
l2: 200
fflUl
r-'"
150
r-'
~ 100
50
0
r-----..J
I
L_J
r-'
I
r-,
I
I
I
gr;
l:I:I
3 ~
Ul
~
l2:
5 ~
r-,
150
7
6
VI
~
200
l2:
p.,
R A ILL
MADRE
450
Ul
A N GEL
INCLUDING
500
MAXIMUM
PASSENGERS,
SEATS,
BY HALF-HOUR
PERIODS
AT
300
250
CJ)
~
~ 200
~
~
:z:
~
x
x
-.
AND UNITS
SAN MARINO,
OF EQUIPMENT,
ON WEDNESDAY,
NORTH
OF
OCTOBER
SAN
20,
MARINO
1948
r'
I I
I I
I I
CJ)
I I
:z:
:::>
0
""
150
2
100
1
50
<
----
r----'
I
I
Passengf!rs
S"ats
~
~
ARRIVING
AT
ALISO
STREET
AND MISSION
ROAD NORTHBOUND
300
250
0)
~
~
~
z
~
200
150
100
'
50
I
I
x
<
400
il
,--
300
'"!<
"''"
250
$1
'"
200
150
100
I I
: I
I I
350
I
I
I
1--
--NORTHBOUND
SIERRA
VISTA
I 1-' il
I I I
I I
I L_
I
I
I I
I lI
I
I
I
LJ
- -
Passengers
-
Seat.
4
I
I
r..,
rl
rI
I
0
4
All
10
11
12
6
PM
'"
l::
I
I
50
TO
10
11
12
M
All
PACIFIC
N GEL
ELECTRIC
RAILWAY
E S - 8 A L D WIN
COMPANY
PAR
R A I
ARRIVING
OUTBOUND
450
400
350
CIl
300
!;l
4
!:l
..
@
CIl
250
I:<
''""
..
CIl
200
"1
'"
..~
~
'~
"
150
100
r'
50
I I
I
I
0
1D
11
All
12
10
11
PIl
12
I
All
400
350
300
CIl
I:<
''""
..
L..J
25D
200
'"
..~
<oJ
CIl
150
r,
100
I
I
r---------.J
50
r--I
I
I
I
I
I
~
All
10
11
12
N
6
PIl
f::
0
.,
CIl
''""..
10
11
12
I
All
~
~
PASSNGERS
AI
"'-
V"
REVENUE
/'
I-
J
J
d
r
VJ
"=f
-=SJ~2Vv'i;;~~NO~L------
_____
=:3sD'=-2vv
_
I;;.N
1--\
5TQ.b-~T
XXXVIII
" ,
.~:
~ J,'
"
:~
L~
,"
" .,
'.
"
PRCfCNT
RAIL
Llul
PROPCJS<!D RIIIl.
PR~'UT
f"/COPO!CO
A84NOONMNT
A10ToR
COAc:.N O?RtJT,oN
:::.~,qeH
MOT0Ji!
OfERAT10N
PRESENT
MOtOR
d.
PROPOSE.D
COACH
TERMINAL
FACILITIES
G
T_~
<! MAIN
LOS ANGELES.
.sTREETS,
CALIFORNIA
1-2
q,
REPORT ON
ENGINEERING AND EtONOMIC FEATURES
OF
.Q!
PACIFIC ELECTRIC RAILWAYCOMPANY
LOS ANGELES. CALIFORNIA
1. ~ Present
Rail Operations
2. - Rail Operations
with One-Man P.C.C.
3. - Modemized Motor Coach Operation
Bureau
of Research
No. 49-2
Cars
Arthur C.
Consulting
s
Engineer
IXJ7oG'fS
IkLfI.f7/
. l- 7
ui
I Cf'fj
REPORT ON
tilL
870
MARKET
SAN FRANCISCO
STREET
2, CALIFORNIA
$2,400 realized through discontinuance of passenger rail service and establishment of express motor coach service between Santa Ana and Los Angeles over the
most direct route.
Present traffic and revenue certainly cannot justif,y continued rail
passenger service and a review of the line's history indicates no possible
hope of future development sufficient to financially justify continuation of
the line.
REPORT ON
TABLE OF COfITEHr S
A - BASIC CONSIDERATIONS
Purpose and Scope of Study .
Funda,-nental Premise
.
Financial Rehabilitation and Service Hodernization Requirel'l'lents.
General Modernization Progra~
. . .
Public Utilities Com~ission Proceedinf-s .
TJ~es of Operation Considered
Hethods of Computat ion . . . . . . .
Description of Southern District Lines . . .
B - FII'JAIJCIALAnALYSIS
Present Status of Net ~arninfs
Santa Ana Line .
Watts Local Line .
Lon" Beach, San Pedro and Newport Line s
Operating Ratio and Equivalent Fare Increase .
C - PRESEr-.rrAND PROPOSED OPERATIOHS
Present Routes:
Santa Ana Rail Line .
Newport Beach Rail Line . . . .
Newport Beach Hotor Coach Line . . '" . .
Present Service:
Santa Ana Rail Line
. . .
Newport Beach Rail Line ...
Newport Beach Motor Coach Line
Proposed Routes and Service:
Santa Ana Line
Additional Motor Coach Service LA-Newport Beach.
.
Traffic Characteri sti cs and Trends .
Equipment and Facilities.
.
,
Freight Ope rat ion . lo
1
1
2
3
3
3
4
TABLE OF CONTENTS
~Continued)
C - (Contd).
Alternate Operation
Rehabilitation
Requirements
D - SUMMARY OF CONCLUSIONS AND RECOMMENDATIONS
Conclusions
~ ,
Recommendat ions ~
LIST OF TABLES
No.
1.
., .
ii
iii
iv
v
vi
vii
viii
No.
(Map
Ana
Ana
...o. . Seats
. . . Arriving
.....
2)
Passenger and
Passengers On
. . .
and Off at
.
x
xi
A - BASIC CONSIDERATIONS
conclusions and recommendations set forth herein, that the only way in which
the public generally can continue to be supplied ldth passenger transporta-
The general status of the Company's financial condition has been described in the report on the Venice Short Line, No. PR 3-Dl(8)(a), the report on
the Northern District Lines, No. PR 3-Dl(8)(d,e,f,g), and other exhibits submitted in evidence before the Public Utilities Commission in current proceedings to avoid repetition those considerations .vill not be repeated herein but
reference to them is urged.
To provide an indication of the necessity for conducting this survey,
mention will be made only of the major financial picture. Passenger rail
service on the lines of Pacific Electric Railway Company for the year of 1947
suffered an operating loss, of approx:iJnately $3,500,000.
Although some relief
was experienced during 1948 as a result of the increase in fares that became
effective on February 1st of that year and economies effected through concerted effort on behalf of all departments, most recent figures indicate that
during the twelve months' period ending October 31, 1948, passenger rail
_lines had incurred a loss of $2,900,000.
Of that loss 77% was chargeable to
interurban rail lines and 23% to the so-called local lines.
In view of these losses it would not have been prudent for the Company
to launch upon a program of rail modernization without first making a careful
~alysis
of the financial possibilities of the future, Maintenance of track
and roadway and facilities on the Southern District follow along the same
general line as those of other Districts of the system. Except for the Long
Beach and San Pedro Lines, maintenance is considerably below propeJl standard
for continued satisfactor,r rail passenger service and the cost involved to
completely rehabilitate on a satisfactory basis is not justified under the
existing conditions of patronage and earninps, or under the potential earning
or traffic possibilities of the area served.
This report on the Southern District interurban lines and the Watts
Local Line is one of several reports covering the entire rail passenger operation. Other studies and reports will cover the existing motor coach lines of
the system which also are incurring operating losses. The urgencY1 however,
is greater on the interurban passenger rail lines and for that reason they
have been accorded prior consideration.
PUBLIC UTILITIES CO~1ISSION PROCEEDINGS
This study falls within the scope of the Company's general modernization
program which is directly related to the proceedings before the Public Utilities Commission of the State of California in Applications Nos. 23053 and
27466, and Case No. 4S43. The Commission's Decision No. 41152, dated January 19, 1948, in those proceedings, and exhibits submitted by Commission and
Company witnesses prior thereto, are all closely related to this report and
those others of the sa~e series. There is also a direct relationship between
the subject matter herein and exhibits and testimony submitted in evidence
before the Commission at the hearing held in Los Angeles on October 13, 194B,
in connection with the Company's application for extension of time on certain
provisions of the Commission's order. Particular reference is directed to
Exhibits Nos. 46, 47, 48 and 49, and testL~ony pertaining to them.
relative~ good condition of track and roadway and the fact that a considerable expenditure has been made recently in completely overhauling and
rehabilitating the large-sized type 300 and 400 steel rail cars for the service, and further in view of the fact that these two lines combined possess
better than average earning potentialities, it was considered desirable to
retain them at least for the time being in rail operation.
MEITHODS OF COMPUTATION
The methods of computation of financial estimates contained in this
report are the same as those used and described in the Venice Short Line and
the Northern District reports and it is suggested that reference be made
thereto rather than to repeat the complete data herein. Suffice it to .say
that the estimates contained in this report are based, to the fullest extent
possible, upon actual conditions, actual schedules, traffic checks made during representative periods, and the application of most recent wage rates to
the schedules and run assignments computed for the purpose.
Los
Los
Los
Los
Los
Ana. The San'taAna Line is unique in that none of its length between the Los
Angeles River and Santa Ana is parallel to automobile hifhways~ It crosses
almost all of the north and south~ and east and west highways on a diagonal,
making it virtually impossible to establish a motor coach operation that
would parallel the line directly throurhout its entire length or for any
small portion of its length.
After leaving Watts on the San Pedro, tong Beach and Newport Beach Lines,
the territory
and the more thickly populated areas near Long Beach and the industrial area
of San Pedro and Wilmington.
Beyond1villow Street the line to Newport Beach is basically
a freight
line and passenger service consists of only one round-trip per day during
winter and two during sununer.. The Watts Local Line is the southern end of the
Watts-Sierra
Vista Local Line.
For purpose of this study it has been contemplated that the northern end of the line to Sierra Vista would be converted
to motor coach operation and the Watts end retained as rail.
Type of
Oper~
Present Rail
One-Man Rail
One-Man Rail
to Bellflower
Per Cent
Load Factor
Present - 100%
150
Present - 10C)
150
Present - 100
No. of Units
Required
(1 , 92)
(135,781)
( 98,042)
(' 76,597)
( 101,834)
(1 hr. Base)
(30 min. Base)
18
14
23
18
15
15
- 150
(1 hr. Base)
(30 min.Base)
( 38,441)
11
64,697)
11
$ 2,3S6
(RED FIGURES)
The above figures apply to the end results of operation on the Santa Ana
Line alone and do not include the corresponding figures that might apply to
the Long Beach, San Pedro and the Watts Local Lines.
Estimates were made of the results that would accrue from cutting the
Santa Ana Line back to Bellflower instead of eliminating the line entirely.
The results are shown in detail on Table No.1.
Briefly, the data can be
summarized as follows:
Plan
Hourly Base Service
Present Load Factors
Proposed Load Factors
Half Hourly Base Se~ice
Present Load Factors
Proposed Load Factors
$ 76,597
38,441
101,834
64,697
It will be seen from this summary that short line service to Bellflower
cannot be conducted profitably under one-man operation. Actually, there is
serious question as to whether one-man cars would be permitted on this line
due to freight service and other complications.
Watts Local Line - Under present operations the Watts-Sierra Vista Local
rail line is estimated to incur ~~ annual operating loss of $20,445. By
separating the north and south ends of the line and using one-man operation
on the Watts end, it is estimated that an operating profit would be realized
in amount of $169,800 annually. If it should develop that one-man operation
cannot be effected, then that profit would be reduced to about $100,800.
Lon~ Beach, San Pedro and Newport Beach Lines - Table No. 2 of the
Appendix shows the financial results of operation as estimated for the Long
Beach, the san Pedro and the Nev~ort Be~ch passenger rail lines. Annual
Upon the basis of the estimates made relative to the Santa Ana Line, it
appears that the overall financial improvement will be approximately $206,500
annually. Elimination of the present heavy annual loss is, of course, a
real gain and to obtain the same net financial improvement through an increase
in fares would require a 44.5 per cent increase; and correspondingly, to
effect the same improvement through reduction in cost of operation would require a curtailment of 30.5 per cent of operating expenses.
It is obvious
that neither one nor the other of these could be accomplished.
santa Ana Rail Line - From Main street Station in Los Angeles, the
Santa Ana Line operates via elevated structure to San Pedro Street, thence in
paved city streets along San Pedro Street, Ninth Street and Olympic Boulevard
to Hooper Avenue, thence southerly over private right-of-way paralleling
Long Beach Avenue, Santa Ana Boulevard, Fernwood Avenue (Lynwood) and continuing in a diagonal direction through Clearwater, Bellflower, Artesia, and
Garden Grove to Artesia street, Santa Ana, thence in paved city street along
Fourth Street to Pacific Electric's Santa Ana Station.
On thefour ...
track system over private right-of-way between Olympic Boulevard and Hooper Avenue in Los Angeles, and 103rd Street in Watts, the Santa
Ana Line service is oper~ted on the inside pair of tracks, with double-track
operation over 0.76 miles from Watts to Socorro, and single-track operation
for 22.82 miles from Socorro to King Street at the western city limit of
Santa Ana. From King Street to Santa Ana station, the line is 'double track,
for a distance of 2.53 miles.
From the Los Angeles River (whioh lies a little east of Lynwood) to
Santa Ana, the Santa Ana Line passes through agricultural areas, with little
residential or cOlnmercial development, except in the communities of Clearwate~
Bellflower, Artesia, Garden Grove, and Santa Ana. Industries along the line
are infrequent.
Freight service is operated over the entire length of the
line from Los Angeles to Santa Ana and beyond to Greenville.
Beach Line between Los An~eles and Wi~low Street in Long Beach, at which
point it brances easterly through Long Beach to Seal Beach, thence followin the ocean front to Newport Beach. From approximately Willow Street to
Newport Beach, the line is single track,
Only one round trip per day, daily except Sundayst is operated on the
line for the transportation of passengers, particular~y between Los Angeles
and East Long Beach, Seal Beach, Huntington Beach, and Newport. The principal passenger transportation service between such points is provided by the
Los Angeles-Balboa Moto r Coach Line,.
Numerous industries are located on the section of this line east of
Willow Street in East Long Beach. Seal Beach, Huntington Beach and Newport
Beach, Freight service is provided over the entire line between Los Angeles
and Newport Beach.
Newport Beach Motor Coach Line - Motor coach service is now operated
from Main Street Station in Los Angeles, via 6th Street, Boyle Avenue, 8th
Street, Olympio Boulevard, Anaheim-Telef-raph Road, Lakewood Boulevard and
Pacific Coast Highway throuf."ha portion of Long Beach, t henc e through Seal
Beach, Sunset Beach~ Huntington Beach, and Newport Beach to Balboa. There
is also an alternate route through Belmont Shore (Long Beach), via Ximeno
Avenue, 2nd Street~ Central Avenue and Main Street (Seal Beach) to Pacific
Coast Hip'hway
Population alonf- the route is centered in the communities of East Los
Angeles, West Bellflower, Lakewood Village, Bel~ont Shore (a part of the City
of LonrBeach),
Seal Beach, Sunset Beach, Huntington Beach, Newport Beach and
Balboa. Between such communities there is much territory that is sparsely
settled or undeveloped in any way and little or no traffic is produced.
With
exception of the Belmont Sho re and Ne\oJI)ort-Balboaareas, the density of population is comparatively low in the communities Darned. From Seal Beach to
Balboa, the beach towns are popular summer resorts, with many residents remaining t here only during SUlnmer months.
\Vhereas, in the early years of the
rail line there was relatively heaVJT recreational travel, that traffic now
moves largely by automobile.
The route serves the Vultee Aircraft plant near Downey and the fonner
Douglas Aircraft plant at Lakewood Village, but since the war little passenger traffic is developed by these industries.
pag-l
to .- - Scheduled running
tilne ...
f
Cars required
M~
PEAK
PM PEAK
BASE
NIGHT
40"Ltd 82"Ltd
49"Loc 91"Loc
--17--
45"
91"
4l"Ltd 8811Ltd
47"Loc 92"Loc
--4--
--14--
( 4-1200Class)
(13 - 300-400.450
Class)
lS.SLoe 22.1
20-30" 30-40"
30-6011 60"
20-30"
25-35"
Length of route .
Number of one-way trips (daily except
Saturdays and Sundays)
Outbound
Inbound
Scheduled running time
Motor coaches required - 15 ~arious types)
Average miles per hour
via Pacific
Coast Highway
Seal
Balboa
Beach
27.4
43.35
38.0 miles
2
2
61"
1
2
1'34"
~~21
#22
lI6"1'16"
9
7
1'40"1149"
26.9
27.6
26.422.9
27.024.8
*-
Santa Ana Line - In the event of discontinuance of through rail passenger service between Los f~geles and Santa Ana, it is proposed to establish
additional limited motor coach service between such cities direct via
Firestone Boulevard and Santa Ana Boulevard, serving only Santa lilla.
For the most part, Pacific Electric now operates its Los Angeles-Santa
Ana motor coach service over the route proposed, the exceptions being on
Firestone Boulevard and Santa ~~a Boulevard between Buena Park and Santa Ana.
Limited Route via
Firestone and
Santa Ana Blvds.
Length of route ,
Number of one-way trips per day (daily except
Saturdays and Sundays) Outbound
Inbound
Scheduled running time
Average miles per hour
Number of coaches required
33.4 miles
3
1'5"
30.8 miles
on the santa Ana Line as compared with the other two main Southern District
Lines. For the ten months' period of 1948 the average revenue per mile was
only 65.68 cents on the Santa Ana Line as compared with 89.24 cents on the
san Pedro Line and 93.40 cents on the Long Beach Line. This is another
indication of the need for concentrated attention upon the Santa Ana Line.
Looking further to the Newport Beach Line, it will be noted that the
revenue per car mile is only an average of 58.15 cents for the first eleven
months of 1948.
Traffic checks were made on the Santa Ana Rail Line and the results are
No. 9 and Chart No. IV. in the Appendix. The check shows
that intermediate points between Santa Ana and Bellflower contributed only
20.6 per cent of the total traffic; that 3S.8 per cent originated in Santa
shown by Table
Ana, and 40.8 per cent originated at Bellflower and west. It should be kept
in mind when referring to this traffic data that there are 22 round trips
daily on week days between Los Angeles and Santa Ana and 28 between Los
Angeles and Bellflower.
The ratio of passengers
by Charts in the Appendix.
service. They were obtained from the San Francisco Bay Area, some of them
formerly having been oper~ted on the Northwestern Pacific Railway interurban passenger service in Marin County and others were formerly operated
by Interurban Electric Railway Company between San Francisco and Oakland in
commutation service. These cars were put into service on Pacific Electric
operations during the war when the heavy traffic of war industries in the
Long Beach-San Pedro-Wilmington Area overtaxed the facilities then available.
Subsequent to the war these cars were put through the shops at Torrance and
completely rehabilitated as to their interiors, including installation of new
and modern overhead lighting, completely new seats and installation of interior panelling both overhead and on the sides. Approximately $71500 was spent
on each car in this progr&~. With this reconstruction work the cars should
be capable of providing satisfactory service with no unreasonable maintenance
Heavy freight service is conducted over the Southern District rail lines,
particularly between Amoco Junction and Watts along the four-track right-ofway and between Watts and the Long Beach-Wilmington-$an Pedro Area. A relatively heavy freight traffic is also conducted on the Santa Ana Line. Freight
service is also performed on the Newport Beach Line between Long Beach and
Newport Beach. For the year of 1947 gross freight revenue on the Santa Ana
Line amounted to $290,000, which is only about $86,000 more than the estimated operating 10s8 on passenger operations_ Out of each dollar of gross
freight revenue only about 16.5 cents is retained as operating net which would
mean that on the Santa Ana Line only $47,800 of operating profit would accrue,
This is, of course, not sufficient to justify maintaining the passenger loss
of $204,000, if the problem of keeping both freight and passenger or losing
both.
Under the proposed rearrangement of operations there will be no appreciable change in freight service excepting on the Santa Ana Line. Under present
conditions the operation of passenger and freight service jointly over the
single track portion of the line results in interference with both passenger
and freight operation. By elimination of passenger service it will be possible to materially expedite freight movementsr eliminating the delays that are
now required in providing for meeting of freight and passenger trains. This
expedited freight operation will result in some reduction in freight costs by
cutting down the number of crew hours.
Elimination of rail passenger service on this line will result in a situation typical of that with which the Company has been confronted on other
out certain conditions that are not apparent from that report. On Page 37
of the report, a tabulation is shown of the traffic and earning statistics
of the Santa Ana Line from 1938 to and including 1946. Each statistical indication in that table shows a remarkable increase in 1946 as compared with
1939 with exception of the revenue per passenger. It points out that traffic
on that line in 1945 was 723 per cent of that carried in 1940. Passenger
revenue was shown to be $635,905 in 1945 as compared with $81,612 in 1940.
Those figures standing alone without corresponding cost figures might give
the wrong impression as to the value of this line in passenger service. For
comparison of more recent figures, the passenger revenue for the year of
1947 was $492,843 and the ~
of operation exclusive of any share of bond
interest or fixed charges, was i'792,257. 1!Ilhereas,
Exhibit 32 shows revenue
per mile of $0.56 in 1946, the cost of operation per mile in 1947 was $009967
per mile. Revenue per mile for the year of 1947 was $0.6195, which resulted
in an operating net loss of 37.72 cents per each car mile operated. Under
these conditions it is prohibitive to think of expending large sums for reconstruction of rail facilities or of establishing express service.
service on the Santa Ana Line as far south as Bellflower but such an operation would be conducted at a loss of about $101,000 per year. Therefore, it
is concluded that the appropriate action at this time is to discontinue
passenger service on the Santa Ana Line throughout its entire length.
The standard of maintenance of track and roadway on the Santa Ana Line
is materially below par and to bring its condition up to a proper level for
continued rail passenger service, whether with new equipment or old, will
require a large expenditure during the coming few years. It is estimated that
an immediate expenditure of approximately $879:000 would be required, followed
by a further cost of approximately $218,000, or a total of $1,097,000. The
immediate reouirementa for rehabilitation on the Long Beach dnd San Pedro
Lines are only about $l07~OOO. Details as to these costs are set forth in a
table of the appendix.
For freight operation only on the Santa Ana Line, the present condition
of track and roadvmy, with a normal maintenance program, will be satisfactory.
Based upon the results of the survey conducted in connection with the
Southern District passenger rail lines as set forth in this report, it is
concluded that:
1. There is no justification, either present or potential, for continuation of passenger rail service on the Santa Ana Line.
2.
Continued rail passenger service to Bellflower-only would beoperated at a loss of ~102,000 annually.
6. Discontinuance of rail passenger service will permit abandonment of electrical substations and distribution facilities
at material savings in cost of operation and maintenance,
through use of diesel locomotives in freight operation.
9.
12. The differential in improved net income as between substitution of p.e.e. cars and motor coaches is so greatly in
favor of the latter t hat controversial estimates.of traffic'
stimulation and other relatively minor issues can be dispensed with completely.
13.
By obtaining the required financial improvement through substitution of types of vehicles, drastic increases in passen~
ger fares that would otherwise be mandatory, may be avoided.
12-5-39)
15.
16.
17.
18.
Pacific Electric Railway Company is not pioneering this movement from rails to highways, but is actually bringing up the
rear in the procession after having suffered financial adversity for a much longer period of years than its fellow operators have been able to survive.
Based upon the above conclusions and the results of the survey generally,
it is recommended that:
1. Rail passenger service be discontinued in its entirety on the
Santa Ana Line.
2. Expedited peak-hour limited-schedule service be established
by motor coach between Santa Ana and Los Angeles over the
most direct route using equipment of most modern type designed for comfort and convenience in long-haul service.
3.
7. At the earliest convenient'time replace electric power facilities on freight operations of the Santa Ana Line and other
exclusively freight lines of the Southern District with
diesel locomotives.
8.
Line.
9.
10.
11.
12.
ARTHUR C. JENKINS
CONSULTING ENGINEER
S A N T A
ESTIMATED
ANNUAL
A N A
FINANCIAL
N E
RESULTS
FROM
OPERATIONS
--
PRESENT RAI L
OPERATION
NO.
PRESENT
I T E M
1
2
OTHER
3
4
OPERATING
REVENUE
REVENUE
TOTAL
REVENUE
NET
II
EXPENSES
INCOME
TAXES
Loss
OR
$467,176
5.446
$467,176
5,446
472.622
676,701
472,622
639.314
472.622
608.403
$(204,079)
MA 1 N TENANCE
DEPRECIATION
TOTAL
II.
9
10
11
12
13
'WAY 8: STRUCTURES
&:
TI RES
COSTS
POWER
POWER USED
OTHER
POWER
TOTAL
IV.
88.858
24.608
113.466
$ 88,858
23,031
111.889
53.787
50.341
$233.588
2.723
236.311
312.908
236.311
274.752
472 .622
570.660
$(98,042)
$(76.597)
$233.588
2.723
$233.588
2,723
$ 45.990
621
236.311
338.145
236.311
301.008
46'.611
44,225
$(38.441
$(101.834)
$(64.697)
2,386
$ 88.858
27.4S4
116 ,312
$ 88,858
25.848
114.706
$ 37.437
13.294
50,731
37,437
11.659
49.096
25.777
13.258
11.627
22.000
$ 37,437
15,189
52. 626
37.437
13,5S4
50,991
192
92
284
15.147
13.517
~
....Q.J..2..
30,000
12 .408
57,555
22.000
11 073
3.449
943
7,714
383
12 .489
8.623
18.815
77,779
46.000
22,428
95.807
36.000
21. 116
82.893
41,954
22.766
35,103
19.048
54.151
33.050
17,934
50.984
16,998
9.224
26.222
14,908
8.090
22.998
19.421
10.539
29.960
17.330
9.404
26,734
196.726
49.753
184,122
46,565
108,986
55.507
102,615
52,261
68.264
26.879
59.857
23. S73
69,051
30,710
61 .623
27.404
15,660
2,560
45.921
292.400
42.979
273.666
SI ,232
215.725
48,235
24,809
28,344
128,105
25.293
4,216
2.300
24,736
2.905
CONDUCTI NG TRANSPORTATI ON
TRAINMEN.OPERATORS
FUEL
WAGES
CLEANING
INSPECTING.
8:
EOUIPMENT
8: OIL
OTHER
TRANSPORTATION
TOTAL
V.
27.379
30,000
10.861
54.119
44.827
24.325
69. I 52
COSTS
POWER
LUBRICATING
COSTS
CONDUcriNG
TRANSPOR
TA T I ON
4,706
TRAFFIC
VI.
23
24
25
$233. S88
2.723
PRESENT
L. F.
PROPOSED
L.F.
9.213
20.103
83,103
EOUIPMENT
TOTAL
I II.
22
$(135.781)
$467.176
5,446
L.F.
PRESENT
L.F.
TUBES
DEPRECIATION
OTHER
EOUIPMENT
19
20
21
$( 166.692)
PRESENT
L.F.
PROPOSED
L.F.
PROPOSED
PLAN B'
30MIN. BASE SERVICE
EgU I PMENT
MAINTENANCE
17
18
L.F.
PLAN 'A'
HOURLY BASE SERVICE
WAY 1\ STRUCTURES
6
7
8
14
15
16
PRESENT
L.F.
$467.176
5,446
--_
I.
PROPOSED
L.F.
PASSENGER
PROPOSED CX>lE-MAN
RAIL OPERATICX>l
PROPOSED
LOS ANGELESSANTA ANA
LTD.MOTOR
COACH SERVICE
---4.405
5.251
"""253.1T1
~105.188
~
GENERAL
I NJUR I ES
OTHER
8: DAMAGES
GENERAL
TOTAL
COSTS
GENERAL
33,550
52,846
86.396
31.400
49.460
80.860
37.430
58.958
96,388
35.241
55.509
90,750
18.125
28,550
46.675
15.896
25,039
40.935
20,708
32.619
53,327
26.813
244
421
25.330
244
421
24.104
244
421
22.607
244
421
12.400
266
10.887
266
13,401
266
253
18.479
~
.-.,..ill...
767
1.533
2.300
11.928
266
1 .526
126
12.194
1.164
1.347
4,163
TIiXES
26
27
28
29
30
31
--uN'E"MP.
&
CARR I ERS
TAX
ACT
LICENSE
FRANCHISE
TAX
wr.FEE,
LICENSE,
STATE
3%
REGI
S.
RECEIPTS
GROSS
ETC.
TAX
27.478
TAXES
TOTAL
32
33
34
35
36
INS.
L.A.CITY
NUMBER
OF
MI LEAGE
AVERAGE
I NCL.
UN I TS,
MILES
FIGURES
PER
IN
SPARES
UNIT
BRACKE TS
$676.701
300- 400.
1200
18
672 .338
37.352
INO ICATE
LOSS.
2"5.995
24.769
$639.314
23.272
12.666
11.153
$608,403
$570.660
$312,908
$274.752
$338,145
P.C.C.
P.C.C.
P.C.C.
P.C.C.
P.C.C.
$ 44,225
$301.008
e.c.c.
14
629.261
MOTOR
COACHES
1200
23
750,100
32,613
18
706.226
15
363.229
24,215
11
318.558
28.960
414.999
27,667
11
15
370.328
76,650
25.550
TABLE NO, 2
(1)
Passenger Revenue
t,
(3)
$1,300,400 $ 959.890
Other Revenues .
11,5~3
LA-NewPort B~h.
(2)
9.096
968,986
1 0~8 210
(I: 79:224)
$ 23,800
329
24,129
45.696
(~ 21.567)
(RED
, FIGURES)
(6)
(7)
(8)
$ 107,721
22 125
~
159:876
II, EQUIPHENI'
Maintenance . $ 114,000
9,1-!47
Depreciation ~.
Other Equipment Costs
42,608
Total Equipment ~.. '$. 166.455
III.
(17)
(18)
(19)
(20)
(21)
(22)
I
$
89,840
3,,250
:$
10,433
33 578
133:851
1,215
'6.613
VI. GE;lIJERAL
Injuries & Da~ages
Other General Costs
Total General
(24)
78,718
42.716
$ 121,434
2,626
111132
13,758
304,J.gO
288,499
12,187
105,450
97.328
207.158
83,102
76,701
44$,302
3,006
2 775
17:968
9275
7.861
284
71,108
112.005
$ 183,113
$1,278,648
56,038
88,268
:) 144,306
(26)
$l,0i3,210
$ 45,696
300-400-1200
1200
1,123,000
Averape Miles Per Unit
47,500
1i
2,02:7
3,123
5,220
76,226
26
(25)
(27)
2,:148
100,126
54.332
$ 154.458
$
(23)
74,429
41 101
115: 530
Po\\TER
Power Used ~
Other Pow~r ~nsts .
Total Power ...
(16)
43,192
3
40,.624
13,541
TABLE NO. 3
s'7'A'ns"'T('s NTD 'l'RT.'tTns
LOS A:.rGELES:2A
~ITA AlJALUJE
.l
Honth
or
Year
(1)
1938
1939
J.
.1. V
.1_
.10..
~J~
% Incr.
Revenue
Passenrers
Over
Sa"l.lePeriod
Prior Year
Passenger
Revenue
Vehicle
Niles
---(2)-
--T:IT-- -00
315,603
301,931
95,354
339,949
92,059
343, 7~4
1940
1941
1942
1943
1944
1945
1946
1947
Jan.
Feb.
Hch.
Apr.
May
June
July
Aug.
Sept.
Oct.
Nov .
Dec.
Total
147
1948
Jan.
Feb.
I'leh.
A>;r.
Hay
June
July
Aug.
Sept.
Oct.
Tot al to Date
(4.33)
( 6)
(7)
28.05
30.21
26.39
30.49
(9.29)
23.39 .
28.60
45.16
54.73
59.01
61.68
56.00
23.73
24.28
26.51
27.18
26.02
25.65
22.46
(2.85)
(5.36)
(4.58)
(8.51)
(11.03)
(6.47)
(9.6;2)
(10.'75)
(4.94)
0.70)
(12.86)
(8.35)
(7.48)
43 ,~,,-b
71,080
39,200
66,210
42,H54
72,510
40,752
67,334
40,339
66,371
40,134
64,1r.4
41,235
66,031
42,016
64,237
40,814
62,050
42,032
66,019
39,391
63,442
41,470
66,059
492,fi,43 795,527
60.n
59.21
58.18
60.52
60.85
62.53
62.45
65.41
65.78
63.67
62.09
62.78
61.95
23.87
23.87
23.86
23.87
23.87
23.87
23.87
23.87
23.87
23.87
23.87
23.87
23.87
59.02
63.41
64.18
62.51
62.20
65.29
68.00
70.72
71.74
70.89
65.68
23"87
25.84
25.85
25.84
25.84
25.84
25.84
25.84
25.84
26.49
25.70
13,,93
17.86
85.18
107.55
45.69
181,090
164,223
176,722
170,723
169,202
168,134
1'72,749
176,021
170,984
176,087
165,022
173,731
2,064,68g
10 11.105.19481,544,503
Revenue Per
Passenger
~1,612
348,8~5
98,423 343,484
199,061
440,797
423,1+79 773,697
590,800 1,001,143
635,905 1,030,924
501,139
894,937
343,984
405,422
750,758
1,558,209
2,270,:201
2,479,296
2,231,655
160,093
146,005
158,391
144,723
148,5')']
150,236
157,414
160,393
1515,138
160~511
( 5)
Revenue
Per Hile
(11...
59)
')'1'
(7.51)
(8,85)
38,214
37,728
40,928
37,396
38,398
38, ~21
40,676
41,446
40,863
42,519
r-)
\}.0.51
396,9$9
(i,. r~o)
(10.37)
(15.23)
(12.18)
(10.65)
(~.q'1)
(r~. 88)
64,750
59,503
63,770
59,820
61,731
59,463
59,P'16
5~,606
56,960
59,976
~O4)'95
(RED FIGURES)
TABLE NO. 4
STATISTICS AND TRErJDS
LOS ANGELES-NEVWORT BEACH LINE
Honth
or
Year
of
Revenue
Passengers
(i)
(2)
Inc~.
Over
Same Period Passenger
Revenue
Prior Year
70
(3)
(4)
Vehicle
~Ules
( 5)
(7)
40.99
\I
-/\
47,522
g7,972
54,02
3,285
10,380
31.65
40.63
5,378
9,547
17,379
18,529
30.95
51.~2
40.12
39.41
#150.47
5.87
11.88
33.00
44.91
50.42
43.93
119.52
1,298
1,311
1,480
1,430
1,410
1,575
1,869
1,887
1,600
1,609
1,447
1,543
18,459
1,980
1,824
1,976
1,976
1,976
2,736
4,238
4,576
3,588
3,151
2,722
3,004
33,747
65.56
71.88
74.90
72.37
71.36
57~57
44.10
41.24
44. 59
51.06
53.16
51.36
54,70
34.53
34.53
34.52
34.52
34.79
34.80
34.79
34.80
34.79
34.80
34_79
34.78
34.71
4,841
4,507
5,343
4,917
4,472
4,832
5,913
6,173
4,893
4,880
4,619
28.78
18.70
24.63
18.71
10.34
6.76
10.05
13.83
6.39
5.54
11.06
1,684
1,792
2,124
1,955
1,778
1,921
2,351
2,454
1,945
1,912
1,809
56.51
65.59
67.41
64.56
62.25
52.54
50.93
52.21
50.98
64.16
63.56
34.79
39.76
39.75
39.76
39.76
39.76
39.76
39.75
39.75
39.18
39.16
55,390
13.64
21,725
58.15
39.22
1943
115,932
1944
8,085
1945
1946
l21J1
J&'1.
Feb.
Mch.
Apr.
11ay
June
July
Aug.
Sept.
Oct.
Nov.
Dec.
Total '47
1948
Jan.
Feb.
Hch.
Apr.
Hay
June
July
Aug.
Sept.
Oct.
Nov.
Total to Date
11 Hos.1948
13,405
24,225
3,759
3,797
4,287
4,142
4,053
4,526
5,373
5,423
4,599
4,624
4,159
4,436
53,178
(93.03)
65.80
80.72
#See
Note
2,980
2,732
3,151
3,028
2,856
3,656
4,616
4,700
3,815
2,.980
2,846
37,360
-::---Service
curtailed due to war.
#--No 1946 Service frior to June 17, 1946.
TABLE NO. 5
Month
or
Year
liT
1938
1939
1940
1941
1942
1943
1944
1945
1946
% Incr.
Revenue
Passengers
(2)
Over
Sam~ Period Passenger
Pnor Year1-. Revenue
Vehicle
Miles
Revenue
Per Mile
Revenue Per
Passenger
( 5)
(6)
(7)
1,128,272
1,037,337
994,846
53.62
53.14
45.69
27.60
28.57
25.02
(3)
(4)
2,192,161
1,929,701
1,816,701
(11.97)
(5.86)
604,941
551,283
454,542
1,934,873
2,852,306
4,645,961
6,361,299
7,881,677
6,968,209
6.50
47.42
62.88
36.92
23.20
(11.59)
522,667
819,184
1,284,675
1,666,536
1,949,402
1,805,838
1,005,001
1,297,314
1,501,320
1,714,640
1,975,800
1,885,858
52.01
63.14
85.57
97.19
98.66
95.76
27.01
28.72
27.65
26.20
24.73
25.92
(42.35)
(38.04)
(29.35)
(25.96)
(19.62)
(14.98)
(5.75)
(9.60)
(13.19)
(11.24)
(11.21)
(13.~8)
(21.07)
93,232
83,575
121,181
120,033
119,320
129,298
151,555
135,545
119,010
115,166
111,636
113,289
1,412,840
127,751
108,601
126,987
119,882
118,366
117,183
137,801
133,374
123,265
117,865
121,092
127,804
1,479,971
72.98
76.96
95.43
100.13
100.81
110.34
109,,98
101.63
96.55
97.71
92.19
88.64
95.46
20.27
20.27
26.71
26.71
26,,71
26.71
26.71
26.71
26.71
26.71
26.71
26.71
25.69
413,429
379,668
402,284
373,480
396,427
396,142
429,837
418,712
362,352
334,737
322,517
(10.11)
(7.92)
(11.33)
-(16.89)
(11.26)
(18.17)
(24.~)
(17.49)
(18.68)
(22.37)
(22.83)
110,427
114,812
121,651
112,940
119,880
119,793
129,983
126,619
109,575
101,358
97,658
88.56
99.63
99.66
99.52
98.55
97.78
95.68
92.30
88.06
83.14
84.93
26.71
30.24
30.24
30.24
30.24
30.24
30.24
30.24
30.24
30.28
30.28
4,229,585
(23.10)
1,264,696
93.40
29.90
13Jil
Jan.
459,951
Feb.
412,308
l.fch.
453,692
Apr.
449,392
Hay
446,723
June
484,080
July
567,409
Aug.
507,468
Sept.
445,563
Oct.
431,171
Nov.
417.,955
Dec.
424,143
Total '47 5,499,855
121&
Jan.
Feb.
lkh.
Apr.
Hay
June
July
Aug.
Sept.
Oct.
Nov.
Total to.Date
11 Hos. 1948
124,693
115,236
122,069
113.,487
121,645
122,508
135,852
137,176
124,439
121,915
114,982
1,354,002
(RED FIGURES)
1'J.BLENO.6
STATISTICS AND TRENDS
LOS AlJGELES,-SAN PEDRO LINE
Month
or
Year
l1T
% Iner.
Over
Revenue
oame Period Passenger
Passen.r.ers Prior Year
Revenue
(2)
1938
1939
1940
19h1
1,293,506
1942
1943
19h4
1945
1946
1947
Jan.
Feb.
1kh.
Apr,
Hay
June
July
AUG'
3ert"
Oct.
iTov.
Dec.
Total 147
1948
Jan.
Feb.
Hch.
Apr.
,-
flay
June
July
Auf,.
(3)
-(4)-
( 6)
(7)
256,952
248,735
215,592
280,743
709,201
660,060
65g,932
689,103
36.23
37.68
32.72
40.74
19.96
20.49
17.64
19.84
1, 21lj., 008
(6.15)
1,222,325
1,415,153
.69
15.78
2,9~3,891
5,735,381
7,759,583
8,530,265
6,602,355
111.21
91.92
35~29
10.58
(23.05)
656,F!f72
1,252,186
1,724,877
1,881,542
1,437,898
1,314,762
2,086,715
2,302,429
2,477,686
1,935,275
49.96
60.01
74.92
75.94
74.30
21.98
21.83
22.23
21.93
21.78
477,363
429,289
430,517
409,292
407,683
401,769
409,228
397,862
392,081
418,412
394,006
410,565
4,978,067
(36.54)
(35.08)
(34.32)
(29.81)
(20.42)
(21.30)
(23.87)
(23.75)
(16.45)
(11.88)
(11.22)
(13.60)
(24.60)
127,504
114,663
87,266
82,963
82,637
81,439
82,951
80,647
79,475
84,812
79,865
83,222
1,067,444
137,070
118,763
111,654
106,088
107,784
102,774
108,363
105,980
101,506
106,678
102,159
108,285
1,317,104
93.02
96.55
73.16
78.20
76,67
79.24
76,55
76.10
78.30
79.50
78.18
76.85
En. 04
26.71
26.71
20.27
20.27
20.27
20,27
20.27
20.27
20.27
20.27
20.27
20,27
21.44
404,691
350,076
377,851
343,489
347,709
337,958
347,577
342,964
327,804
327,507
315,121
(15.22)
(18.42)
(12.23)
(16.08)
(14.71)
(15.88)
(12.07)
(13.80)
(16.39)
(21.73)
(20.02)
82,031
80,938
87,359
79,415
80,390
78,136
80,360
79,293
75,788
73,165
70,398
104,735
89,600
94,532
90,144
92,311
90,628
93,436
93,619
85,301
87,942
34,162
78.32
90.33
92.41
88.10
87.09
86,22
86.01
84.70
88.85
83.20
83.65
20.27
23.12
23.12
23.12
23.12
23.12
23.12
23.12
23.12
22.34
22.34
(16.31)
867,273
1,006,410
36.17
22.69
Sept.
Oct.
lJov.
Total to Date
11 Mos.1948 3,822,747
(RED FIGURES)
TABLE NO.
AND
- A -
-B-
(1)
- A -
- B -
(2)
(3)
(4)
$ 720,000
$ 600,000
Proposed
Motor Coa.ch
Operations
(5)
(4)
( 5)
(6)
(7)
(8)
qtured @~40,000 $
Hoto r Coaches Required lB,OOO
Addi tional Track
Facilities - 8th
& Hooper
Irnmediate Track
Expense
Subsequent Track
Expense
Bl0 ck Signal
Installation
(a)Watts-Bel1flower
(b)Bellflower-Santa
Ana
(c)Siding Tracks
920,000
440,000
$10B,000
15,000
403,156
403,156
96,942
96,942
217,844
217,844
184,462
184,462
180,000
100,000
180,000
180,000
200,000
96,000
200,000
96,000
Total Estiluated
Cost ~.$2,017,000
$1,817,000
$1,061,404
901,404
Total Excluding
Subsequent Track
Program $1.799.156
$1,599.156
716,942
876.942
$123,000
SOUTHERN DISTRICT
SANTA ANA LINE
Section
From
~
Watts -~ta
(1)
(2)
Ana
vvatts
Bellflower
To
---
Immediate
(1)
Future
(2)
Bellflower
Santa Ana
Total
$ 276,942
602,214
$ 879,156
$184,462
33,382
$217,844
Total
(3)
$ 461,404
635,596
$1,097,000
(9)
142,320
5,937
132,507
74,163
64,133
$ 419,060
'i
'"
Dominguez J ct.
San Pedro
Combined Total
18,860
$ 75,441
$ 986,578
$623,783
$1,610,361
94,301
TABLE NO. 9
C HECK OF ON AND OFF PASSENGERS
L.A.-SANTA ANA RAIL LINE (INBOUND ONLY)
~DAY, AUGUST 9, 1948
Accustops
Santa Ana (Station to
Artesia st.)
West Santa Ana
King street
Willowick
Harbor Blvd.
Emerald Avenue
Garden Grove Rd.
Garden Grove stat
stanford Avenue
Mesto
Harperville
Cordbrniz
Vignola
Katella
stanton
S.P. Crossing
Lobo
Hansen
Shirley
Miller Street
Cypress
Moody
Del Arno Street
Crescentia
Norwalk
Artesia Sta.
16th Street ~ Artesia
Gridley Road
Studebaker Road
Palo Verde Avenue
Woodruff Avenue
Bellflower sta...
Clark Avenue
Lakewood Blvd.
Downey Avenue
Clearwater-Paramount Blvd.
Hollydale-Garfie1d
Morton-Wright Rd.
Central Gardens-Atlantic
Psgrs.
On
(1)
mu1ated
Psgrs.
On
Psgrs.
Off
(2)
Accu.
mu1ated
Psgrs.
Ofr
(3)
(4)
psgrs.
On
Board
( 5)
668
668
g4
g4
669
584
91
578
99
101
125
127
135
277
277
277
286
293
295
295
344
344
345
361
361
362
377
380
380
381
381
412
41:2
412
412
414
417
506
507
514
524
538
546
550
562
570
568
547
546
538
444
445
447
442
436
434
434
415
415
417
409
411
412
454
459
463
467
476
582
586
588
590
592
607
834
851
868
864
959
1048
1064
1164
3
1
48
1
2
4
1
30
3
8
2
2
57
8
4
5
9
137
4
2
2
4
18
316
18
24
6
109
97
20
112
669
669
672
673
673
721
722
724
728
729
729
729
759
759
762
770
772
774
831
839
843
848
857
994
998
1000
1002
1006
1024
1340
1358
1382
1388
1497
1594
1614
1726
8
2
242
8
142
9
7
2
49
1
16
1
15
3
1
31
2
3
89
1
7
10
14
8
4
12
stops
Accumulated
Psgrs . Psgrs
On
On
(1)
Caress Avenue
Lugo-Bullis Road
Lynwood Station
Modejeska Park
Imperial Highv~y
Palomar-Alameda Street
Socorro
Wilmington Avenue
Watts
Slauson Avenue
Vernon Avenue
Los Angeles
73
99
329
26
18
113
78
19
285
42
18
4
(2)
1799
1898
2227
2253
2271
2384
Psgrs.
Orf
(3)
Accumulated
Psgrs.
Off
2481
(4)
563
571
711
713
718
745
750
754
2766
2808
2826
2830
97
57
63
1859
851
908
971
2830
2462
1
8
140
2
5
27
psgrs.
On
Board
( 5)
1236
1327
1516
1540
1563
1639
1712
1727
1915
1900
1855
0
MAP
~O.
I!.
I~.
"
:==
:
-
-. .. .. .. .
-
LEGEND
,~
R~'L \,lNtlI-P-..sU<GlI'I.
L\NES-P~SSENGER
~ND FRE\GHT
."D
F'MjGHT
,.. U
....-.-....E11 ""..
v
RAIL
LINES-PASSENGER
ONLY
RAIL
..AlL
uLINES-FREIGHT
.. n~""
.-
ONLY
Ot<Lv
MOTOR
LINES
oKlTOlII COACH UNa
lUll
,.
.., , "
. . .
LOS
ANGELES
---PRESENT
PASSENGER
..
NOfREIGHTR~ll S(RVIC(.
~PR[S[NT
----......
~PROPOS[D
~
PASSENGER R"IL
PROPOSED ADDITIONAL
---fOREIGN
S(RVICE
ABANQONMENT.
INBOUND
400
TO LOS ANGELES
Ii
I
Pa8:sengera
I
I
350
I
I
Seats
4
300
'"
!;;
'"'"
..
250
'"
200
150
I
I
100
'"
I::
p
I
I
I
~
z
!Jl
I
I
~
~
~
11
I
50
0
6
10
11
12
10
11
PII
II
All
12
2
All
II
JOO
..'"
b'l
250
200
'"
..
~
~
z
!Jl
'"I::
z
150
..
11
I
100
'";:;
I
I
50
I
I
I
0
4
All
10
11
12
4-
6
PII
10
11
12
II
1
All
~
~
lHlEAGES
FrOll\
SANTA ANA
33.49
From
0.0
30.96
KING STREET
"
J>
V>
V>
"'
2
0
(f)
'"
V>
0
2
'"
0
2
n
:r
J>
-<
'"
J>
C
5i-<
-<
'"
BELLFLaIER
STATION
0>
15.33
18.16
14.18
19.0
20.0
CLEARWATER
12.95
HOLLYDALE
12.45
CENTRAL
CARESS
20.54
21.0
22.0
GARDENS
AVENUE
10.8
22.69
23.0
LUGO
9.78
23.71
PALCIIAR
SOCCllRO
8.71
8.14
24.78
25.35
WATTS
7.38
26.11
LYllWOOD
.OOJESKA
\
\
PARK
27.0
28.0
4.26
29.23
3.24
30.25
31.0
32.0
33.0
0.0
33.49
ID
(f)
J>
'"
J>
'"
'"
-<
n
~~
-<
J>
-<
'"
"
V>
L..
'"
J>
"
V>
r
r
"'
"'n-<
'"
;:;
r
(f)
J>
17.0
;:;
J>
2
0
"
J>
G)
0
2
J>
16.0
~
"
~
'0
J>
Z
ENGINEERINGANDJOCONOMIC
FEATURES.
OF
PASSENGER'IRANSPORTATIQN
OPERATIONS,SERVICEANDFACILITmS
OF THE
AND
VAL'iEY
Bureau of Research
No. 49-'
Arthur C. Jenkins
Consulting
Engineer
!-IE YCf?/
~L7
Ttf
I Cjtfj
v,3
REPORT ON
,
COMPARATIVE ECONOMICS, SERVICE AND
OPERATING RESULTS OF
2, CALIFORNIA
REPORT ON
iOOTERN DISTRICTPASSEHGER
RAIL LINES
AND
SAN FERNANDO VALLEY MOTOR COACH LINES
TABLE OF CotITENI'S
A - BASIC CONSIDERATIONS
Purpose and Scope of Study
Proposed Changes in Operation
General Modernization Program
Relat ed Proceedings and Reports
Fundamental Premise
Types of Operation Considered
B - FINANCIAL ANALYSIS
Financial Rehabilitation and Service Modernization
SUl'Ilffiary
of Financial Result s of Proposed Plan
Operating Ratio and Equivalent Fare Increase.
Methods of Computation _.
Revenue . . .
Expenses
Depreciation
Fut ure Earning Prospe cts
Decline in Traffic and Revenue
Rehabilitation Cost '. '-.
~
~.
Requirements
"
.
,
C - PRESEtIT OPERATIONS
Character of Area Served '. .. .
Nature of Operations:
Los Angeles-Hollywood
Area
San Fernando Valley Area ~
Present Routes:
Subway-Hollywood Blvd.-San Vicente Blvd. Line.
Subway-Santa t10nica Blvd.-West HollJlNood-San Fernando
Valley Line 0: "
Present Service:
Subw -Holl ood Blvd. -San Vicente Blvd. Line "
1) Gardner Street to Genesee & San Vicente
(2) Subway-Hollywood Boulevard
(3) Echo Park Avenue Line
(4) Operating Characteristics
1
2
3
3
4
5
5
7
8
8
8
8
9
9
10
11
.,
11
12
12
13
13
13
14
14
14
(Continued)
C - (Contd,)
Subway-Santa Monica Blvd.-West Hollywood-San Fernando
Valle: Line ,
(1) Subway-Santa Monica Blvd.-San Fernando Valley
(2) Subway-Santa Honica Blvd. -West Hollywood Line
(3) Operating Characteristics
~
Hileage Table
,
Equipment and Facilities:
Rail Cars
Other Facilities
Subway Tenninal
Traffic Characteristic s
Line
D - PROPOSED OPERATIONS
General Arrangement
,.
Motivating Considerations
Types of Operation Considered
Effect of Freeways and Rail Rapid Transit
Suitability of Motor Coaches ,
,
Routing and Service:
Proposed Los Angeles-Santa Honica Blvd. -HollY'-:ood-Tvest
Hollywood Motor Coach Line ~
Proposed Subwa~r-Hollywood Blvd. -Beverly Hills-North
HollY-Nood "Rail Li ne .
Proposed Echo Park Avenue Motor Coach Line
Proposed Hill Street-Suns.et Blvd. Motor Coach Line
Proposed L~-Van Nuys via Riverside Drive Motor Coach Line,
includinf alternate route via Chandler Boulevard
If
If
If
H~
20
21
. 22
23
!P
PEN
D I X
TABLE OF CONTEt-ITS
Lr3T OF TABLES
Page No.
No.
1.
2.
Estimated
Estimated
TABLE OF CONTErITS
( Concluded)
LIST OF TABLJ~S(Contd).
-No.3.
4.
Page ~2:,.
iii
vi
vii
viii
r.
II.
III.
IV.
V.
VII.
VIII.
IX.
XIII.
XIV.
,.
0;
Page No.
ix
x
xi
xii
xiii
xiv
xv
xvi
xx
xxi
xxii
COACH LINES
A - BASIC CONSIDERATIONS
this report,
The Glendale-Burbank Line h2s been included only for the purpose of showing its earning status and the benefits that will be derived from conversion
to one-man operation. No physical changes in the route or type of equipment
on the line is contemp~ated herein. It is, of course, understood that Class
600 cars will be substituted for the older type cars on the line as soon as
they become available from other lines.
Therefore, the prli1cipal content of this report is directed toward the
following lines:
(b)
(5)
aqd
(6)
(7)
(8)
Replace rail service on Echo Park Avenue by motor coach service operating over Echo Park Avenue, Sunset Boulevard and
Hill Street to Eleventh Street.
(9)
extend-
modernization program.
These reports are directly related to the formal proceedings before the Public utilities Commission of the st~te of California in
No.
Content
summary of Recommended Procedure from Preliminary
Report of July 15, 1948, to Mr~ o. A. Smith by
Consulting Engineer.
Condensed Excerpts from the Preliminary Report.
Statistical Data and Trends Applying to the rransit
Industry of the United States.
Passenger Loading Standards - Their Effect Upon
Lines of Pacific Electric Railway Company.
This report also covers one phase of the studies recommended in the
Preliminary Report submitted to the President of the Company, dated July 15,
1948~
Considerable of the basic and supporting theory behind the findings set
forth herein will be found in the exhibits and testimony above referred to
and for sake of brevity, they will not be repeated as this report will be
made a part of the same proceeding.
strictions under which they must function, be thoroughly und~rstood and the
superficial effects of minutia be subordin2ted to the paramount issues that
go to the more profound consider~tion of survival or extinction of the transportation system.
All possibilities of economies through continued operlltion of rail service under present conditions have been explored and a determination reached
that rail passenger service as conducted with present equipment and facilities cannot be made to pay its way, and that to bring about a reasonable relationship between earnings Qnd cost of providing service, major changes are
mandatory. In order that due consider~tion be givGn to all feasible means of
accomplishing the desired results through modernization of facilities and service, the scope of the survey has been extended to include,
(a) Use of present 600-Glass cars under one-mn.n operation.
(b) Modified use of electric trolley coaches.
(c) ReplQcement of the existing rail cars with modern PCCtype cars equipped for one-man operation.
(d) Conversion of present rail operations to highway ser~
vice utilizing modern motor coaches in whole or in
part,
For the year of 1947, consolidated operations of this carrier were COftducted at a net loss of $1,760,072.98. Passenger operations, including both
rail and motor coach lines, contributed to that figure a loss of $2,793~875.97.
passenger service by rail contributed to that latter figure a loss for the
year of $3,426,188.91~ Some relief was experienced during 1948 as a result of
the increase in fares that became effective on February 1st of that year and
through drastic economies effected in many departments. Despite those improvements, passenger rail operations suffered an operating loss~~ for the most
recent twelve month period for whieh figures are available of $2,893,962.
This figure applies to the twelve months ending October 31, 1948. Of that
loss 77 per cent was chargeable to interurban rail lines and 23 per cent to socalled local lines. 0f1the total lo~~ on ral1.lin&~ for'the~ear 1947, interurban lines were responsible for ~2,550,272.37 and local lines $875,916.54.
aftd
(1)
Operating Income
Proposed
Improvement
(2)
(3)
(4)
Glendale-Burbank ~
Subway-Hollywood Blvd.-San
Vicente-Echo Park ~~
San Fernando Valley Motor
Conch Lines ..........
$(256,498)
( 59,256)
(177,778)
$243,126
59,244
31,068
(158,580)
Analyses of financial results under three types of continued rail operation on the rail lines considered for change, excluding Items 2 and 4 above,
indicated the following results:
Annual Operating
Income
$(434,2.7.2.)
(1) Present Operation
(2)
600-Class Cars, 1-1I1anOpere
13,901
( 85,3(1)
(3) ?C.C. Type Cars, l-~an Opere
291,069 .
(4') ?roposeu Operation
(RED FIGURES)
OPERATJNG RATIO
fu~
To realize this financial improvement through fare adjustment would require an average increase in fares, as applying to these lines} of 21.4 per
cent and for tho Company to realize such a betterment through reduction of
costs, it would be necessary to reduce operating expenses 18.6 per cent.
This percentage is based upon present maintenance standards of equipment and
track and roadway as reflected by current operating expenses.
These estimates inoicate that under the proposed operation approximately
cent of gross revenue would be retained as net operating profit. This
is only about one-half the &~ount justified. The operating ratio would be
93 per cent.
7 per
It is considered that for this type of industry where labor costs are
such a high percentage of total operating expenses, retention of 15 per cent
of gross is not excessive.
Although the theory of reasonable rate of return
on appropriate rate base for utility properties has been adopted as the
standard measurement of earnings over a period of many years, the tendency in
the transportation industry, particularly that which is predominantly motor
coach operation, has been away from rate of return and directed towards operating ratio.
The need for such a reVlSlon of theory for application to transit operators has been forcibly emphasized during and subsequent to the war by the
repeated annual demands for increase in wage rates of employees.
In virtually all cases such wage increases were granted after lengthy negotiations
and in many instances after further lengthy arbitration.
The formula by
which such wage increases are accomplished carries with it a retroactive provision making whatever increases are finally granted effective as of the date
of expiration of the previous contract even though the settlement may not be
reached until several months after expiration.
During the meantime the Company I s earnings cont inue on a normal basis
with no provision being made for acquiring a sufficient amount of revenue to
offset the cost of increased wages. The operator is precluded from filing
an application for increased f~res to offset increased wages until such time
as the amount of increased costs has been definitely determined.
Even after
such detonnination has been made by the Company, there usually is a retroactive period of considerable magnitude which cannot be compensated for even
if increased fares could be made effective immediately upon signing of the
labor agreement.
Usually tho.t period of time is extended considerably before
relief can be had through increased fares, if such are granted.
This means that the operating Company is subjected to the increased cost
of labor, without compensation through increased fares, for a period of several mon\hs before relief is obtained. Fare incre~ses, when they finally are
permitted, do not Jrdinarily make provision for the interim loss. It must be
absorbed by the Company~
Revenue - Under e~ch of the plans considered, revenue ha$ been estimated
upon the basis of actual earnings during the months of 1945 projected for a
period of twelve months. Thero has been no speculation as to the probability
of increased traffic due to new types of equipment. Extensive analysis of
various sources of inforrnntion on this subject has been made and it appears
that there is wide variance between the views of operating managers on various
properties throughout the country as to whether or not new equipment in replac~nent of old actually produces any increased traffic, and on those properties where induced traffic has been agreed to exist there is difference of
opinion as to the estimated amount. It appears that if new equipment does
induce additional traffic there would probably be no difference in the percentage as between new rail cars and new motor conches. If it should be
assumed that new equipment WOQLd induce additiop-al traffic, it would be logical to expect the increase to occur during peak periods as well as Off-peak
periods, thereby increasing to a corresponding degree the operating expenses
which would be reflected in the final estimates of net earnings, as the costs
of operation as comput0d herein adhere closely to the loading standD.rds
applied in each instance.
In this connection when comparing the merits of modern rail cars with
those )f modern motor co~ches it should be kept in mL~d that the elements
ordinarily considered to be traffic stimulating are frequency of service,
SChedule, speed and fares. As to frequency of service and schedule speed,
motor coaches have the advantage over modern rail equipment and correspondingly should be expected to develop a gre~ter stimulation of traffic if any
consideration is to be given to such effects of modernization.
Expenses - Operating expenses, as reflectod by the estL~tes of finan~
cial results of oper~tion contained herein, represent actual costs in accordance with the accounting records of the Company. These have been carefully
analyzed and segregated into sufficiently minute detail to afford final results that are as accurate as it is practicable to determine.
Cost of trainmen's wages for present operation have been corr~uted upon the basis of the
actual cost per car Jnile, increased to reflect the higher wage rates that became effective on October 16, 1948. No allowance has been ~de for increase
in clerical wages vvhich will probably be retroactive to sometime in 1948.
In view of the fact that in the systemwide modernization program all rail
lines are to be considered for modernization, full costs and taxes have been
used instead of out-of-pocket costs. When considering a systemwide modernization program, the only equitable basis of computation is that of full cost.
The theory of out-of-pocket cost should only be applied in isolated instances
where service or operating changes on a minor scale would have no direct bearing upon costs of a general nature that would not be reduced by the changes
contemplated.
from 1938 to 1946 and by months for 1947 and 1948. The trend durinF post
was years is hirhly significant.
Although the monthly downward trend during 1947 was continuous it was not of unusually large magnitude.
In 1948
the downward trend each month compared with the same month of the previous
year, was exceedinfly heavy, ranging between 15 and 26 per cent. Although
an increase in fares beca~e effective in February of 1948, the decrease in
traffic was so rre2t during ,subsequent months that revenue was less than before the increase.
For the full year of 1948, on the Santa Monica Blvd.-San
Fernando Valley rail line there was a decrease of 20.39 Der cent in revenue
passengers and a decrease of 5.53 per cent in passenger revenue, despite the
increase in fares. On the Hollyw'od Blvd.-San Vicente-Echo Park Line there
was a decrease of 16.44 1 er cent in revenue passengers and a decrease of
1.44 per cent in passenger revenue. It appears that the point of diminishing returns under present conditions on these lines, has been reached unless
the relationship is due to nomlal travel decline.
On the Glendale-Burbank Line the same condition is true despite the fact
that the line is equipped with modern P.C.C. type cars. A hea~J increase in
the rate of decrease of revenue passengers month by month compared ~Qth the
same months of the previous year, co~~enced in March of 1948, the month
following the increase in fares. For the full year of 1948 there was a decrease in revenue passengers of 16.9 per cent as compared with 1947. There
was a decrease of 9.9 per cent during 1947 as compared with 1946.
Passenger revenue on the Glendale-Burbank Line decreased 12.9 per cent
in 1947 over 1946 and 5.4 per cent in 1948 over 1947 despite the increase
in fares.
The reduction in traffic has resulted principally during the off-peak
periods and evening hours. Contrariwise there has been no cOMparative diminution of traffic in the peak periods, thus necessitatin~ the continuation of
the use of maximum equip~ent require~ents for a minLmum period of the day.
Condition of the Western District track and roadway (not including Glendale or Venice Boulevard Lines) varies from food to poor. The Hollywood
Boulevard Line between t he intersection oOf Fourth and Hill Streets and Hollywood Junction is in pood condition requiring but a nominal expenditure during
the next five years. Between Hollywood Junction and Crescent Junction (Fairfax Avenue) condition is also relatively good and will require but a nominal
expenditure for repairs during the next five years.
The Santa Monica Boulevard Line between Holl~T1,'JOod
Junction and Beverly
Hills is, in ?encral, in v~ry poor condition and will require an ~xpenditure
of approximately $1,480,000 to rehabilitate.
This work normally should be
undertaken as soon as practicable as the track structure is unsatisfactory
even for present rail passenger operations.
Condition of track on the Echo Park Line is poor and in need of immediate reconstruction if rail passenger service is to be continued.
The Hollywood-Van Nuys portion of the Santa Honica-West HOllywood-Van
Nuys Line is in pood condition between Santa Monica Boulevard and Vineland
Avenue. Beyond this point and particularly through the paved street portion
of Van Nuys, the tracks are in need of major reconstruction.
Track should
be relayed with 90# rail within the next two to three years.
Total rehabilitation cost for continued rail passenger operation is estimated to be $2,089,580. Of that amount $422,760 should be spent immediately and the remainder of $1,666,820, over a period of about five years~ Table
No. ~ of the Appendix provides a breakdown of those figures.
Of that total amount $1.923,000 would be saved under the plan of operation herein, in addition to an estimated cost of ~230,000 for lowering of
tracks in Van Nuys at insistence of the City of Los Angeles in connection
with street work on Van Nuys Boulevard, and $64,000 for block sirnalling
beyond North Hollywood.
Both of these latter amounts would also be saved.
With division of the Los Angeles Motor Coach Lines the area now served by
Pacific Electric along San Vicente could probably by adequately served by
Los Angeles Transit Lines.
San Fernando Valley Area - Operations in San Fernando Valley consist of
the rail line from downtotVD-Los Angeles through Hollywood and over Cahuenga
Pass into the Valley, extending through North Hollywood and Van Nuys to a
terminus at North SherlnanWay. In addition to the rail passenger line
Pacific Electric operates an extensive network of local and suburban motor
coach lines covering an area from Universal City to San Fernando, Northridge,
Reseda, Canoga Park and Woodland Hills. Much of the area served by these
lines is extremely low in population density, being agricultural in large
part to the west of Van Nuys.
In addition to Pacific Electric motor coach lines in the Valley, there
is a network of motor coach lines of the Asbury Rapid Transit System, in
many instances duplicatL~g and paralleling the routes of Pacific Electric.
It would appear that both carriers would benefit financially and the
public would benefit by ll~roved service of a better coordinated nature if
arrangements could be made whereby all of pacific Electric's motor coach
operations except through lines into Los Angeles and Hollywood, could be
turned over to Asbury Rapid Transit Lines on an agreed basis of operation.
Sub 'Jay-Santa Monica Blvd.:-l~Sl:.Hollywood-San Fernando Valley Line From SUbway Terminal, Los Angeles, this line is operated through a railroad
tunnel approxirnntely one mile long, thence along Glendc..leBoulev2.rd, Park
Avenue, Sunset Boulevard and S~nta Monica Boulevard to Highland Avenue, where
the service divides, a part continuing along Santa Monica Boulevard to West
Hollywood, and the other part turning north on Highland Avenue and over
Cahuenga Pass to San Fernando Valley.
From Highland Avenue, the west Hollywood service continues along Santa
Monica Boulevard to Croft Avenue, thence in private right-of-way between
the two rOadways of $nnta Monica Boulevard to approximately Hilldale Avenue,
West Hollywood, a distance of 10.05 miles from Subway Terminal.
The S~n Fernando Valley service turns north off SnntQ Monica Boulevard
nt Highlnnd Avenue to Hollywood Parkw::ty (Cahuenga Pnss), where it enters
private right-of-way closely par::tlleling Hollywood P::trkwny,Ventura Boulevard,
Vineland Avenue, Chandler Boulevard (North Hollywood), and Van Nuys Boulevard
to Calvert street, Van Nuys, thence in Van Nuys Boulevard, through the business section of Van Nuys, to Van Owen street, and continuing from that point
via private right-of-way to Sherman Way, Van Nuys, a distance of 19.93 miles
from Subway Terminal~
From Subway Terminal to the intersection of Sunset Boulevard and Santa
Monica Boulevard (3474 miles), trackage is used jointly with other local
lines, as well as from Fairfux Avenue and Santa Monica Boulevard to West
Hollywood, a distance of 1.61 miles. Line is double track, except for the
following sections: (a) 0.66 miles between Los Nogales stop and Moorpark
Street;
(b) 4.99 miles between North Hollywood and Calvert street, Van
Nuys. For a distance of 2.26 milos the single track between North Hollywood
and Van Nuys is used jointly with Southern Pacific.
From Subway Terminal to TfTestHollywood, or to Highland Avenue and Hollywood Parkway (Cahuenga Pass), the line traverses well developed residential
and business districts.
No freight traffic is handled on this line in San
Fernando Valley, although there is a large amount of freight traffic handled
thereon via 'Santa Monica Ai.r Line and West Los Angeles, to and from the West
Hollywood and Hollywood industries along Santa Monica Boulevard west of
approximately Highland Avenue.
After leaving Hollywood through Cahuenga Pass, the line enters the San
Fernando Valley, serving a portion of the Universal City, North Hollywood and
Van Nuys residential and businoss districts, as well as the intervening residential are.::ts.
This line connects the do\mtown Los Angeles area with the HollJrwood
shopping district, passing through Hollywood to Beverly Hills St2tion. The
distance covered in the operation of this line is 11~70 miles.
After approximately 7:00 p.m. daily the route operates from Bonnie Brae
on Sunset Boulevard via Sunset Boulevard and Hill Street to 11th street, instead of through private right~of-way tunnel to the Subway Terminal. From
the intersection of Park Avenue and Glendale Boulevard to the Subway Terminal,
2.01 miles of the route are used jointly with the Glendale-Burbank line,
which maintains a daily schedule of 274 movements~
This line operates from 11th on Hill street via Hill street to Sunset
Boulevard, thence via Sunset Boulevard and Echo Park Avenue to the terminus
at Cpl"ro Gordo street.
PrC3cnt rail
servh,:e
uperutes
Length of RoytQ;
16.01 Miles - Genesee st. & San Vicente to Gardner st.
and Sunset Blvd .
14.20 "
- Vineyard to Gardner st. & Sunset Blvd.
11.70 "
- Subway to Beverly Hills
19.50 tI
- Genesee st. & San Vicente to Beverly Hills
10.26 II
- SUbway to West HollywoOd Station
lS.06 II
- Genesee st. & San Vicente to West Hollywood
13~15 "
- 11th & Hill to Beverly Hills
11.71 fl
- 11th & Hill to West Hollywood
- 11th & Hill to Gardner
9.66 "
3.21 11
- Subway to Gardner
- 11th & Hill to Cerro Gordo
4~56 tl
A.M. Peak
Base
P.M. Peak
$2t1
7$11
$6"
40
11.7
9-10"
19
12.3
lO"
42
11.2
9-10"
54"
54"
541l
1$
13
22
Night
(
(
(
(
(
Combined
Service
with
Venice
Short Line
13.0
9-10"
32"
13
8.6
6"
13.0
lO"
3011
8
9.1
10"
13.0
9-10"
35"
13
7.8
6"
( No service
( after
( 7:00 P.M.
(
(
(
(
(
No service
on Hill st.
after
7:50 P.M.
~way-Santa
Monica Blvd.-West Hollywqod-San Fernando Valley - From an
operating point of view this is two distinct lines. For accounting purposes1
however, they are viewed only as one. Service segregations are as follows:
The total length of the route between Subway Terminal and North Sherman
Way in Van Nuys is 19.93 miles. Starting at 5:00 p.m. approximately half of
the service terminates at North Hollywood Stntion. Portions of the route are
used jointly by other local rail lines involved nod also by the Glenda1eBurbank interurban line for a distance of 2.01 miles between Subway Terminal
and Park Avenue and Glendale Boulevard.
There are 137 scheduled movements
per day.
This line provides local service between Los Angeles and West Hollywood.
The total length of the route between Subway Terminal and West Hollywood
Station is 10.05 miles. The majority of the route is used jointly with the
other local lines and the Glendale Burbank Line. There are 114 scheduled
t ra in movement s per day.
3.
Operating Characteristics
Length of Route:
"
Los Angeles(Subway
Tenni~al) to
45"
4511
4511
9
13.4
1511
6
13.4
20"
9
13.4
15"
Scheduled running
time (Lac.)
56" 81"
Scheduled running
thle (Ltd.)
52
75
Cars required (31
600-Class)
- 28 Averaee miles per
14.8- 14.
8.16.6' . i5. 9
hour
Approximate headways 1211
1711
56"
80"
41"
5
14.7
2011-30"
and Sundays
PEAK
NIGH!'
Van
North Van
Nuys ~
Nuys
5911
8411
55
80
.A
7511
Miles
1.81
'0'
6.35
Hill Street Station (Subway.TenninaJ}.. 7.29
Bonnie Brae Street ........
9.95
V ine~rard .. "
..............
11th & Hill Streets ._...0,.'
53"
Miles
11.54
Gardner Street
16.01
16.71
18.06
Fairfax Avenue
1/
19.50
0.94
1.55
31931
3.72
3.97
4.56
3.74
5.43
7.12
8.44
10.05
8.66
Cahuenga Pass ~
Universal City . *
11.11
13.83
Kester .. ~ 41'
e
Circle Drive , ~
Calve rt ........
, .
16.09
17.71
18.74
19.09
Sherman l"Jay-
19.93
'
Rail Cars - Rail car assignments to the several lines on a physical operation basis, together with Peak to Base ratio, are as follows:
Line
Class of Car
(1)
.1,
2.
3.
4.
5.
6.
7.
8.
9.
"
"
Total Glendale-Burbank
Grand Total
No.of Cars
Assigned
Peak
Base
Peak to
Base
Ratio
(2)
600-700
600-700
600-700
100
600-700
950
5000
31
9
16
6
64
32
1.50
2.00
13
1.63
..1l
12
12
3.17
155
74
2.09
7
3
28
( 5)
1.93
All of the above classes of cars are of relatively modern design and
well suited to urban type operation, except the 950 Class assigned to the
Glendale-Burbank Line during peak perods. The 5000 Class is of the P.C.C.type
of recent design. All are built for double end operation and multiple unit
service.
Characteristics
No.
1.
2.
3.
4.
5.
6.
7.
8.
of Rail Cars
Class of Car
Item
100
(2)
(1)
..............
Number Available
,.,.
Type of Construction
Year Built ....
Seating Capacity ......
Number of Motors .. _..
Horsepower per Motor
Acceleration Rate~phps
.
Speed - mph .
15
Steel
1930
40
4
35
2.0
29
600-700
(3)
160
Steel
1922-28
65
4
65
2.5
37
5000
(4)
30
Steel
1940
59
4
55
4.5
42
Specifical~,
(1)
(4)
(b)
(c)
(5)
(6)
(7)
(8)
Replace rail service on Echo Park Avenue by motor coach service operating over Echo Park Avenue~ Sunset Boulevard and
Hill Street to Eleventh Street.
(9)
extend-
The primary objective of this survey is to seek means whereby the financial losses incurred from passenger operations in the Nestern District can be
eliminated and a type of service devised that will be profitable and will
also adequately
requirements
of the public.
For the first six months of 1948, which is the latest statistical data
compiled, the financial results of operation for the lines considered herein
for change, were as follows:
Item
1.
2.
Line
Revenue
(1)
(2)
3.
45.
6.
7.
8.
9.
10.
. ~.. ~.....
9;)ses
(4)
674,1379 ($
575,706
956,521
1,029,396
123,194
52,212
27,837
21,269
23,472
114,284
$2,066,543
$4,133,086
Hollywood-Ventura
Blvd. (M. C. ).
116,37R
North Hollywuod (M.C.) ,
35,825
Van Nuys-Canofa Park (M.C.)
22,919
Van Nuys-San Fernando (M.C. )
15.933
Van HuYs-Binninpharn Hosp. (11.C. )
19,509
L.A. -No. HollyFood -Van Nuys (H.C.
98,782
Total 6 Months
1,841,573
Total 12 Honths . ~3,683,146
99,173)
72,875)
6,816)
(
16.387)
(
4.918)
(
5,3i6)
(
3.9 3)
15.502)
(lll'
(~~ 224:970)
(~ 449 940)
(
(
area served by Pacific Electric and will continue through Hollywood and north
into San Fernando Valley through Cahuenga Pass. Furthermore sight must not
be lost of the possible future construction of rail rapid transit lines.
Realization of rail rapid transit into San Fernando Valley is a very remote
possibility and if ever developed it will be so far in the future that Pacific
Electric planning at present must not be guided too strongly as to basic
design in anticipation ef that form of transit facility.
As to the impracticability of retaining nonprofitable rail lines for
possible use in a rail rapid transit system, if such should develop, reference
should be made to the subject as treated on Page 22 of the Venice Short Line
report.
The immediate problem that is of real importance now and not in the distant future, is the effect that the new automobile freeways will have upon
the daily traffic pattern. The freeways will be additional to the present
highway system and if past experience is repeated, which will no doubt be the
case, the freeways will be filled to capacity in a relatively short length of
time. It is reasonable to expect that a substantial portion of that traffic
will consist of erstwhile Pacific Electric patrons.
Therefore, in planning the type of operation proposed hereL~ it was
considered to be fundamental that nothing be done that would interfere with
future adjustments that will probably be made necessary by the freeway system.
This is one of the principal reasons for designing the service to make fullest use of existing types of equipment which are suitable for a considerable
number of years of satisfactory service. The economic and physical aspects
of the problem both present and future rule against the introduction at this
time of trolley cJaches that would be only a small part of the total system,
would complicate the parts and maintenance problems, and would not possess the
degree of flexibility that might be needed in the near future to adjust operations to meet the chcnges in demand that may be created by the freeways.
Experience of this Company as well as many others has conclusively demonstrated the ability of motor coaches to perform satisfactorily in replacement
of rail lines in all districts.
With reference to the Northern District, rail
service to Alhambra and Temple City was replaced by motor coaches, rail service
between Baldwin Park and San Bernardino was likewise superceded by highway
operation.
In the City of Pasadena rail lines were completely replaced by
motor coaches. In other instances such as on the Sunland Line, motor coaches
pioneered the passenger transportation field.
The ability of motor coaches operating over streets and highways to
satisfactorily meet the most rigid transportation requirements has become such
a firmly established fact that in the operating industry there is no longer
any question.
This type of service has long since served its apprenticeship,
passed through the painful stages of makeshift equipment and procedure and now
stands firmly on a sound foundation of proven ability. In heavy density local
traffic the vehicle has dispelled all logical contentions as to its inadequacy.
On the Wilshire Boulevard motor coach line of the Los Angeles Motor Coach Lines
as heavy traffic is carried as on the heaviest streetcar lines in the City
using P.C.C. type cars. In other large cities rubber tired vehicles are rapidly replacing streetcar lines. Certainly this trend would not continue if
there were serious question as to the ability of motor coaches to give a complete and satisfactory service. In connection with this subject attention is
directed to Exhibit No. 48 in this proceeding for more extensive treatment.
ROUTING AND SERVICE
or to Hollywood
Length of route:
12th & Hill streets to West Hollywood
Highland & Santa Monica Blvd. to
Hollywood Blvd.
.~
Boulevard
and
~.
1.0 "
12.4 II
Los Angeles
(12th & Hill) to-Scheduled
time
.. ~
AM PEAK
West
Hwd.
~
Daily Except
BASE
West
Hwd.
Saturdays and
PM PEAK
West
Hwd.
NIGHT
West
~
Hwd.
running
.
Coaches required
Average miles per
hour .... ~
58"
--26--
4811
55"
--11--
4611
5811
4811
50" 4111
--7--
11.9
13.7
--23-11.8
13.9
Proposed Subway-Hollywood Blvd.-Beverly Hills-North Hollywood Rail Line Between Subway Terminal and Beverly Hills, rail service to be operated over
the same route as now followed, and present service to be augmented to include
trips at night and all day Sundays and holidays.
It is also proposed to operate added trips between Subway Terminal and Gardner Street as the traffic demands.
Between Subway Terminal and North Hollywood, rail service is proposed to,
be operated over the same route as the Subway-Beverly Hills trips as far west
as Highland Avenue, thence along Highland Avenue and present route to North
Hollywood Station.
Length of route:
Subway to' Beverly Hills
Subway to North Hollywood
11.7 miles
13.3 "
or Gardner
Jet.
Bever ly Hills
and Sundays
AM PEAK
BASE
PM PEAK
5811
28
58"
5811
17
32
12.1
8"
12.1
12.1
54"
14
13.0
10"
8"
1011
60"
60"
60"
17
5611
5
17
13.3
13.3
13.3
15"
2011
14"
NIGHT
14.3
20-40"
& Hill Streets, Los Angeles, via Hill Street, Sunset Boulevard and Echo Park
Avenue to Cerro Gordo Street.
Length of route:
12th & Hill Streets to Cerro Gordo Street
Number of trips:
101 - Cerro Gordo to 12th & Hill Streets
14 - Cerro Gordo to Sunset & Echo Park Avenue
(Same number in opposite direction)
lJi1
91
711
28"
7
9.8
10"
30"
12
9.1
7"
(shuttle)
1
9.8
2011
Proposed Hill St.-Sunset ~}vd. Motor Coach Line - This operation is proposed to be put into effect at such time as the motor coach operation of Los
Angeles Motor Coach Lines is divided between Los Angeles Transit Lines and
Pacific Electric Railway.
Service is proposed to be operated from 12th & Hill Streets, via Hill
Street and Sunset Boulevard to Vermont Avenue.
traffic to and from points along Sunset Boulevard between Hill Street and
Vermont i\venue.
Length of route:
12th
&
Hill sts.
Daily Except Saturdays and Sundays
to VGrmont &
Sunset
AM PEAK
PM PEAK
33"
30"
23
11.1
311-4"
12.2
10"
NIGHT
33"
30"
11.1
12.2
23
3"-4"
8
10"
Proposed LA-Van Nuys via Riverside Drive Motor Coach Line. including
alternate route via Chandler Blvd. - In addition to the present route, it is
proposed to establish an additional alternate route between North Hollywood
~nd Van Nuys from the intersection of Chandler Boulevard and Lankershim Boulevard, via Chandler Boulevard and Van Nuys Boulev~rd to Victory Boulevard.
Length of proposed additional route is 5.3 miles.
Number of tri s dail exce t
saturdays and Sundays :
31 - Los Angeles to Van Nuys via Victory Blvd.
27 - Los hngeles to Van Nuys via Chandler Blvd.
5 - No. Hollywood to Van Nuys via Chandler Blvd,
)2 - Van Nuys to Los Angeles via Victory Blvd.
27 - Van Nuys to Los Angeles via Chandler Blvd.
5 - Van Nuys to North Hollywood via Chandler Blvd.
Daily Except Saturdays and Sundays
AM PEAK
BASE
PM PEAK
NIGHT
Via
Via Via
Via
Via
Via Via
Via
Vic ..Chan- Vic- Chan- Vic- Chan- Vic- Chantory dler to ry dler tory dler tory
dler
Blvd. Blvd. Blvd.Blvd~ Blvd. Blvd. Blvd. Blvd.
Scheduled running time
Coaches required
Approximate mile per hour
Approximate headways
(b)
Length of route:
Hollywood & Vine to Ventura & Reseda Blvd., Tarzana 14.6 miles
Ventura & Van Nuys Blvds. to Sherman Way, Van Nuys 3.6 II
Number of tri s dail
exee t
28"
10
20.0
1.3"
20.0
2011
36"
12
15.5
911
35"
4
15.9
30"
Hollywood to Ventura
and,Reseda Blvd$,~,!Ta,rzana
Scheduled Running Time
Average miles per hour
Approximate headways
46"
19.0
24"
37"
37"
20.9
20"
20.9
40"
51"
5011
17.2
20"
17.5
60"
44"
43"
17.6
17"
18.0
60"
Equipment Requirement s
Item
(1)
(2)
0)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
Line
S~ntn Monico. Blvd.-Van Nuys
So.ntaMonica Blvd.-W~ Hollywood
Hollywood Blvd.
Hollywood Blvd., No.HollywoodBeverly Hills
Eoho Park Ave.
Hollywood-Ventura Blvd.
North Hollywood
Van Nuys-Canoga Park
Vo.n Nuys-San Fernando
Van Nuys-Birmingham Hospital
L.A.-No. Hollywood-Van Nuys
No. Hollywood-Sherman Oaks
Total Rail Cars
Total Motor Coaches
Present
Clo.ss
No.
(2)
(1)
600
600
600
100
M.C.
M.C.
M.C.
M.C.
M.C.
M.C.
M.C.
Proposed
No.
Class
(J)
(4)
M.C.
28
31
64
13
8
600
M.C.
54
M.C.
12
13
M.C.
27
2
1
2
18
2
117
54
36
80
Facilities other than passenger carrying equipment will remain substantially the same as at present so far as rail operations are concerned except
that the So.nFernando Valley rail line will be cut back to North Hollywood
and the route from the Subway Terminal in Los Angeles will follow Hollywood
Boulevard instead of Santa Monica Boulevard. Track beyond North Hollywood
will be removed except that portion owned by Southern Pacific Company and
used jointly by Pacific Electric. Electrical distribution facilities will
correspondingly be eliminated where not needed for the portion of track retained.
All l\TesternDi~trict rail lines under the proposed plan will operate
into the Subway Terminal and there will be no rail operation on Hill Street
in downtown Los Angeles providing the Venice Short Line proposal is approved.
Rail cars of the remaining lines will be maintained and serviced at the
1Yest Hollywood shops. Motor coaches also will be repaired at that point.
BQsed upon the results of studies made of the Western District passenger
lines of Pacific Electric Railway Company and the findings as set forth in
this report, it is concluded that:
1. Due to the substantial financial losses incurred on the Western
District lines it is essential that immediate steps be taken to
reverse these losses by establishing a type of service that can
be operated on a profitable basis.
2. Careful examination of the causes contributing to the deficit,
indicates that the only practicable means of sufficient relief is
of the
San Fernando Valley motor coach lines to the plan of rail service
considered ~nd their importance to residents of the several com-
On Western District r~il lines and the San Fernando local motor
co~ch lines, Pacific Electric presently incurs an annual operating loss of approximately $652,000, where~s, under the proposed
operation set forth herein, a profit of $291,000 would be realized, resulting in a net improvement of $943,000 per year.
5.
For the year of 1947, system passenger rail service WQS conducted at a loss of $3,426,000, and for the twelve months ending
October 31, 194$ the loss was $2,894,000.
6.
by
9.
10.
Under the proposed plan the necessary expenditures for track reconstruction and signalling will be reduced by ~2,217,000 .
11.
in passenger rates.
12.
13.
For the purpose of this report the Venice Short Line and the
GlendQle-Burbank Line hnve been excluded except as the latter
has a general bearing upon the District's over-all financial
showing. A separate report has been prepared on the Venice
Short Line.
Due to the re1~tively small volume of traffic and the high cost
of mnintenance together with the large sums that will be required in the near future for reconstruction of track end roadway,
continuation of rail operation on the San Fernando Valley Line
beyond North Hollywood cannot be justified.
15.
16.
17.
18.
19.
Completion of extensive automobile freeways thQt are now under construction, one of which \rill connect downtown Los Angeles with
HJllyvl))d and Cahuenga p~ss) will no doubt have a decided effect
upon the traffic pattern of Pncific Electric lines in end from
the areas served by the freeways, including San Fernando Valley
and Hollywood.
It would not be prudent for the Company to acquire new equipment of fixed route variety at heavy expenditure
in view of the possibility of its becoming surplus upon completion of the freeways.
21.
Due to the relc:.tively smell volume of traffic on the SJ.n VicenteVenice Boulevard local rail line in Los Angeles end the fact
thet the line is pJ.ralleled on one side by the Pico Boulevard
Line and on the other by the Washington Boulevard Line of Los
Angeles Transit Lines, each within easy walking distance of
Venice Boulevard, from Vineyard to Hill street, there is no justification for continuation of the Pacific Electric rail line
and no real need for motor coach replacement.
22.
In view of the financial losses presently incurred, the impending high cost of track reconstruction and the absence of any
indication of potential Lmprovement of a material nature in the
future, motor coach operation should be established to replace
passenger rail service along Santa Monica Boulevard through
Hollywood to the Los Angeles business district, and along Ech~
Park Avenue, Sunset Boulevard and Hill Street.
23.
24.
25.
By reC.son of continuation of rail service on Hollywood Boulevard for the San Fernando Valley Line, local rail operation
along that street should be continued and operated beyond
Highland Avenue over track presently in place in Hollywood
Boulevard and continuing west on Santa Monica Boulevard beyond
Fairfax Avenue, thrOUgh 'iJestHollywood to Beverly Hills.
26. Elimination
27.
REC01~NDATIONS
Bused upon the above conclusions and other data submitted in this report,
it is recommended that:
1.
2.
4.
5.
7.
service 1long Echo PQrk hvenue, Sunset Boulev~rd Qnd Hill Street
to 12th Street.
11.
ARTHUR C. JENKrn S
CONSULTING ENGINEER
No.
PRESENT
OPERATIONS
Van Nu,ys Sutway -santa
Subway-Hwd.Bd.
Binningba'll
Monica Blvdsan Vicfflte
fbspital
W. I-bllywood
/h;ltor Coach
Echo Park Ave
Van Nuys
Rail Line
Rail Line
Line
I T EM
1 Passenger Revenue
Other Revfflue
2
Total ReVfflue
3
Expfflses & Taxes
4 ~erating
Net Income or Loss
5
I. WAY& S'I'Rl.JCTIJRES
Miuntenance
Depreciation
Total Way & structures
8
II. ~II'W'n'
9 Minnenance
10 Tires and 'lUbes
Incl. Rent of Leased Units
11 Depreciation,
12 Other Equipment Costs
Total Equipment
13
III. PC1NER
14 POwer used
15 Other Power Costs
Total Power
16
IV. CC't'IDOCI'ING
TRANSPffiTATICN
17 Trallllren' s-QperatOrs' Wages
Cleaning & Lubricating Equi!Jllent
18 Inspecting,
19 FUel & Oil
COsts
20 Other Transportation
Total
Conducting
Transportation
21
22 V. TRAFFIC
VI. GElI.'ERAL
23 Injuries & Da~ages
24 other General Costs
Total General
25
TAXES
Tax Act
26 Unemployment Insurance and Carriers'
27 Ad Valorem Tax
Etc.
28 License, Weight Fee, Registration,
29 L. A. City License
30 Calif. State 3% Gross Receipts Tax
6
7
31
32
Total
33
Class of Equip!11ent
34
35
36
Mileage
Nu'llber of Units, Including
Average Miles Per Unit
( ) - Figures
indicate
$(6,529)
$(11,957)
$(79,349)
172,925
228,768
24,599
253,367
80,042
99,421
39,421
22,967
60,669
29,966
142,430
190,056
92,355
50,116
142,471
114,201
61,970
176,171
524,818
126,834
781,706
165,482
9,427
92,580
1,039,768
12,299
282
150
432
1,756
933
2,689
1,857
987
2,844
3,968
1,085
5,143
547
10,743
24,689
6 ,748
25,714
3,402
26,120
7,140
51,429
3,599
60,553
88,288
14,488
2,945
4,850
1,032
23,315
68,581
18,325
30,176
6,419
123,501
326
2,030
94,498
19,387
31,925
24,205
170,015
2,148
1,332
3,307
4,639
8,285
20,574
28,859
30,532
1,599
8,944
11,195
8,765
21,767
28,281
89,298
117,579
36,898
116,508
53,997
21,862
75,375
26,489
7,005
17 698
TI6
894
3,492
5,521
7,760
5,209
82,864
119,562
3,269
17,957
24,164
$1,390,306
$1,944,629
$42,724
$235,589
$317,991
Spares
in brackets
$ (lTI, TI8)
$ (256,498)
Taxes
1,766,851
1,944,629
(5)
$235,682
2,960
238642
317,991
1,133,808
1,390,306
70,958
722,610
Present
(4)
$220,834
2,798
223,632
235,589
(2)
$1,755,446
11,405
154,071
18,854
L.A.-No.Ho
via R
~btor 0
N\lYS
(3)
$35,745
450
36,195
42,744
(1)
$1,125,067
8,741
Hollyv,oodVffltura Bd.
~tor Coach
Line
I1:fiS.
153,406
600
100-600
1,713,971
44
38,954
2,236,240
80
27,953
IIbtor
Coaches
88,182
2
44,091
~btor
Coaches
548,648
10
54,865
~tor
Coaches
580,452
20
29,023
N O.
TABLE
ESTERN
I S T R leT
IN E S
ESTIMATED
FINANCIAL
RESULTS
FROM
OPERATIONS
PROPOSED
PRESENT
Llywood-Van
iverside
Dr.
Jach Line
Proposed
(6)
$413,224
4,573
417,797
469,903
$(52,106)
North
Hollywood
Ilbtor Coach
Line
(7)
$65,351
1,066
66,417
92,526
$(26,109)
-------$
2,870
1,524
4,394
40,354
11,030
69,429
5,560
126,373
OPERATIONS
(8)
$40,230
660
40,890
50,943
$(10,053)
IEl'AIL
CF (ftllATING
668
355
1,024
10,562
2,532
6,860
1,295
21,249
(9)
$27,808
481
28,289
39,653
$(11,364)
414
220
634
6,586
1,568
4,252
803
13,209
North HollYwood--studio
Ci tv -Sherman
oaks Ilbtor
Q')ach Line
(10)
$14,664
328
14,992
28,211
$(13,219)
(11)
$1,401,124
8,834
1,409,958
1,166,832
$ 243,126
Hol1Y'M::xxlVE!ltura Bd.
Van NuYs
P.btor
Coach
Line
OPERATIONS
Los AngelesSanta Monica Blvd.
West HollYwood
Hollywood
Motor Coach
Line
(12)
$292,449
3,205
295,654
285,917
(13)
$485,993
4,515
9,737
$ 22,620
2,011
1,068
490,508
467,888
(14)
$177,196
1,451
178,647
173,129
$ 5,518
3,318
29,300
6,980
11,624
2,445
50,349
773
12,296
4,324
7,206
1,515
25,341
302
160
462
4,776
1,147
3,100
585
9,608
206
109
315
3,339
819
2,229
399
6,786
138,571
19,053
157,624
3,079
2,833
1,505
4,338
80,891
28,277
7,729
33,429
3,896
73,331
39,839
10,889
72,000
5,489
128,217
12,799
3.498
30,857
1,763
154.930
29,569
48,692
10,358
243,549
54.695
9,500
15,643
11,860
91,698
39,839
23,211
143,941
910
484
1,394
48,917
11,557
3,153
5,248
1,104
21,062
7,635
2,145
3,522
2,680
15,982
315,768
128,178
71,710
515,656
78,549
20,988
34,561
18,789
152,8~7
2,325
3,276
1,052
4,295
10.666
14,961
479
349
238
9,527
28,580
90,244
118,824
9,489
23,565
33,054
13,368
33,199
46,567
44.999
23,265
10,348
17.233
6,021
9,015
5,044
5,849
10,864
9,556
4,288
4,656
4,430
13,541
33,629
47,170
3,155
7,836
1,956
4,856
1,425
3,539
10,991
6,812
4,964
971
2,410
3,381
16,924
4,738
2,432
1,997
1,050
10,476
9,347
846
2,556
618
1,418
293
918
459
36,747
8,140
4,468
3,208
1,509
77,279
21,241
41,941
15,107
$469,903
$92,526
$50,943
$39,653
$28,211
$1,166,832
$285,917
$467.888
$173,129
I.Ptor
Coaches
Motor
Coaches
Motor
Coaches
628,388
13
48,338
885,314
28
31,618
284,424
12
24,035
P.btor
Coaches
896,762
27
33,213
I.Ptor
Coaches
208,958
3
69,653
I.Ptor
Coaches
129,494
2
64,747
93,334
50,647
143,981
145,993
29,952
49,322
26,634
251,901
Hi
SU
P.b
Motor
Coaches
94,366
1
94,366
Motor
Coaches
64,278
2
32,139
600
1,732,136
54
32,077
Proposed Combined
Continued with
P.C.C. Cars
Operations
(1)
( 1)
(2)
0)
(4)
( 5)
(6)
(7)
( 8)
(9)
(10)
(11)
(12)
(13 )
(14)
(2)
~VESTEillJDISTRIC'r.
( 6)
(7)
(8)
(10)
(11)
(12)
(13)
NOTE:
HollY''I!'Ood
J ct. - Beverly Hills Statiop
Hollywood tT ct.
Se"rard Street
Se",rardStreet
Beverly Hills Stat
Sub-total
North Hollywood
Van Nuys
Sub-total
TABLE NO.4
ESTIMATED SALVAGE AND COST TO REMOVE
FACILITIES TO BE ABANDONED
Cost to
Remove
Net Cost to
Remove
(3)
(1)
sa(~)ge
$157,305
70,726
$12,316
6,833
($14j:98
(. 6 89)
Total ...
$228,031
$19,149
(j208,882)
$ 51,510
$ 1,204
(J
73,300
22,500
i$ 50,800)
$124,810
$23,704
(1101,106)
($ 18,619)
5)
(4)
(5)
(6)
Total ..
50,306)
(7)
$ 19,009
(8)
Combined Total .
$371,850
$ 43,243
390
($328,607)
(RED FIGURES)
..5
TAB.~~__~J.O.t.
STATISTICS
ArJD TRENDS
Eonth
or
Year
% Iner.
Revenue
Passengers
13,252,841
12,294,199
14,727,642
1941
1942 ~r
1943 #23,626,896
1944 27,603,925
1945 28,456,069
1946 28,199,805
Over
Same Period
Prior Year
0)
Passenger
Revenue
-0:)-
Vehicle
Hiles
( 5)
(Cents)
(Cents)
Revenue Revenue Per
Per Hile Passenger
( 6)
(7)
$ 813,537 2,022,375
4(J~23
767,696 1,871,915
936,403 2,242,540
41,01
41.76
6.14
6,24
6.36
16.83
3&1.
(.90)
1,750,224
1,932,915
1,964,753
1,978,241
2,565,852
2,796,896
2,833,956
2,784,873
68.21
69.11
69.33
71.04
7.41
7.00
6.90
7.02
0.17)
0.14)
(3.14)
(7.63)
(4.01)
6.90)
(8.80)
(8.96)
(5.44)
(~.33)
(4.58)
(5.29)
(7.58)
167,526
155,386
165,572
160,680
158,530
155,284
158,619
162,505
156,386
153,189
154,204
150,670
1,898,551
230,805
208,207
229,156
224,189
227,956
220,391
227,009
226,283
218,672
229,909
216,090
229,295
2,687,962
72.58
74.63
72.25
71.67
69.54
70.46
69.87
71.81
71.52
66.63
71.36
65.71
70.63
7.37
7.35
7.22
7.32
7.18
7.40
7.37
7.61
7.51
6.87
7.38
6.87
7.28
67.00
70.63
71.19
70.22
70.21
71.94
76.10
76.85
73.86
73.31
71.06
7.23
8.42
8.74
8.58
8.60
8.78
9.03
9.20
8.89
8.82
8.41
71.97
8.59
(7.23)
19.79
'"i,
12!IL
Jan. 2,271,772
Feb. 2,112,941
Mch. 2,293,391
Apr. 2,194,159
May
2,207,341
June 2,098,644
July 2,152,945
Aug. 2,134,498
Sept. 2,082,760
Oct. 2,230,519
Nov. 2,088,707
Dec. 2,1941'472
Total '47 26,062,149
1948
Jan. 2,115,448
Feb. 1,783,647
~'kh. 1,~70,248
Apr. 1,000,78R
1=ay 1,r}11,113
June 1,789,783
July 1,789,158
Aug_ 1,764,915
Sept. 1,705,043
Oct. 1,766,659
Nov. 1,744,761
Total to Date
11 Mos. 1948 19,941,563
(6.88)
(15.58)
(18.45)
(17.93)
(lh22)
(14.72)
(16.90)
(17.32)
(18.14)
(20.80)
(16.47)
(16.45)
152,965
150,242
163,1.75
154,569
155,818
157,138
161,575
162,377
151,638
155,804
1461'783
$1,712,384
228,291
212,729
229,619
220,114
221,.937
218,429
212,325
211,298
205,300
212,540
206,672
2,379,254
~1onth
or
Year
lTI-
% Incr.
Revenue
Passengers
(2)
Over
Same Period
Prior Year
(3)
Passenger
Revenue
(4)
Vehicle
Miles
( Cents)
Revenue
Per Mile
( 5)
(6)
(7)
33.07
34.83
6.59
7.58
(Cents)
Revenue Per
Passenger
1938
1939
6,216,298
5,626,479
(9.49)
1940
1941
1942
1943
1944
1945
1946
l2!U
6,270,672
7,240,724
8,891,669
11,231,415
13,232,657
14,075,855
14,398,781
11.45
15.47
22.80
26.31
17.82
6.37
2.29
492,126
540,084
740,619
1,058,901
1,215,751
1,281,351
1,339,859
1,253,327
1,287,008
1,485,806
1,886,740
2,077,930
2,126,788
2,128,716
39.25
41.96
49.85
56.12
58.51
60.25
62.94
7.35
7.46
8.33
9.43
9.19
9.10
9.31
(1.32)
(2.28)
(2.29)
(7.(10)
180,342
161,911
100,694
178,062
107,172
105,063
171,934
176,364
100,540
165,782
98,475
168,563
98,048
16~,934
99,502
160,949
94,334
167,530
93,152
153,761
91,899
163,652
39,511
1,189,217 2,017,784
61,45
62.19
60.19
61.11
57.01
59.40
58.17
58.90
58.61
55.60
59.77
54.70
58.94
9.23
9.21
9.04
9.17
8.99
9.27
9.22
9.54
9.40
8.60
9.24
8.60
9.12
160,790
149,923
161,050
152,714
144,901
143,866
147,010
148,562
141,969
145,835
141,026
57.50
62.44
59.60
60.61
64.17
64.50
65.91
64.87
64.37
65.37
63.18
9.05
10.57
10.98
10.77
10.80
11.02
11.33
11.55
11..16
11.28
10.76
1,637,646
62.86
10.81
1,200,088
1,093,805
1,185,630
1,145,851
1,117,898
1,062,713
1,062,905
1,043,314
1,003,589
1,083,197
994,150
1,041,320
Total
147 13 ,034,460
1948
Jan.
1,021,663
Feb.
886,058
Mch.
874,560
Apr.
859,097
Hay
861,370
June
842,154
July
854,977
Aug.
834,.271
Sept.
818,778
Oct.
845,483
IJov.
828,259
Jan.
Feb.
Hch.
Apr.
May
June
July
Auf..
Sept.
Oct.
Nov.
Deco-
Total to Date
11 Mos. 1948
9,526,670
1,238,946
426,682 1,225,045
$ 409,709
(13.1.6)
(6.68)
(13.63)
(14.5ll)
(12.14)
(12.10)
(14.00)
(12.73)
(9.48)
(14.(7)
(18.99)
(26.24)
(25.03)
(22.95J
(20.75)
(19.56)
(20.04)
(18.42)
(21.95)
(16.69)
(20.57)
110,8Z?
92,453
93,619
95,983
92,555
92,990
92,797
96,895
96,376
91,385
95,338
89,107.
~1,029,498
(RED FIGURES)
vi
TABLE NO.7
STATISTICS AND TRENDS
L.A.-GLENDitLE-BURBANK LINE
Month
or
Year
% Incr.
Revenue
Passengers
Over
Same Period
Prior Year
(2)
~Rail
442,533
M/C 2,866,671
Comb.
(3)
3,309,204
l2J2..Rail 903,052
M/c 2.767,825
Comb. 3.670,877
1940Rail 1,449,292
M/C 2,468,332
Comb. 3,917,624
1941Rail 5,387,850
1942
7,088,571
8,895,152
1943
1944
9,993,187
10,150,007
1945
10,174,003
1946
13JIL
Jan.
Feb.
Har.
Apr.
May
June
July
Aug.
Sept.
Oct.
Nov.
Dec.
Total '47
121&
Jan.
Feb.
Mar.
Apr.
May
June
July
Aug.
Sept.
Oct.
Nov.
Dec.
Total 194B
817,179
745,255
801,791
779,687
781,242
778,437
751,038
745,251
715,444
763,559
706,852
780,565
9,166,300
743,717
678,41.3
609,920
608,393
634,724
623,061
621,996
618,879
594,943
619,691
605,661
658,111
'7,617,509
10.93
Passenger
Revenue
(4)
$ 111,354 289,507
268.978 891.962
$ 380,332 J.;l81,469 32.19
11.49
$ lO7,3S7
27g,150
270.9 7 882.874
$ 378,3 4 1,.161,024
32.59
10.31
148,972 349,488
246,7R8 763.395
395,760 1,112,883
35.56
10.10
1,015,423
1,lg4,543
1,429,228
1,477,315
1,485,599
1,455,938
48.12
59.36
63.55
66.04
67.11
71.42
9.07
9.92
10.21
9.76
9.82
10.22
81,6R1 116,054
74,305 104,576
78,472 114,867
77,410 114,206
76,116 114,056
78,103 105,762
75,033 110,590
76,888 109,823
72,864 106,067
71,150 111,761
70,760 104,477
72,631 116,271
905,413 1~28, 510
70.38
71.05
68.32
67.78
66.74
73.84
67.85
70.01
68.70
63.66
67.73
62.47
68.15
10.00
9.97
9.79
9.93
9.74
10.03
9.99
10.32
10.18
9.32
10.01
9.30
9.88
66.31
9.80
10.91
11.32
11.11
11.15
11.37
11.70
11.92
11.52
11.75
11.20
1.1..51.
1.1..25
6.72
37,53
31. 57
25.49
12. 3l~
1.57
.24
(8.68)
(9.44)
(10.10)
((5.79)
9.21)
~)
(lL91)
(13.27)
(.?..ill)
(7.51)
(9.81)
(~)
(2L2Q)
(8.99)
~)
(~)
(21.97)
(18.75)
(19.96)
(17.Un,
(16.96)
(16.84)
(18.84)
(14.32)
(15.69)
(16.90)
(Cents)
(Cents)
Vehicle Revenue Revenue Per
Miles Per Mile Passenger
(6)
( 5)
(7)
488,595
703,196
908,31~
975,569
997,003
1,039,767
72,921
73,992
69,052
67,609
70,741
70,823
72,794
73,800
613,519
72,808
67,817
'75~'764
$ 856,64D
vii
109,970
102,479
111,339
105,118
104,465
102,677
104,355
104,391
101,961
105,704
105,774
1.20,562
1778,795
72.2f.)
62.02
64.32
67.72
68.98
69.76
70.70
67.2(}
68.88
64.11
62.84
66.99
(RED FF'-urcs)
ACCT.
NO.
DESCRIPTION
OF ACCOUNT
(1)
501 Engineering
502 Right. of Way
503 Other Land Used in Electric
Railway Operations
504 Grading
505 Ballast
506 Ties
507 Rails, Rail Fastenings & Joints
508 Special Work
510 Track and Roadway Labor
511 Paving
513 Tunnels & Subways
515 Bridges, Trestles & Culverts
516 Crossings, Fences & Signs
517 Signals & Interlockers
518 Communication System
521 Distribution System
523 Shops, Carhouses & Garages
524 Stations, Miscellaneous Buildings
and structures
539 power Plants
542 power Plant Equipment
544 Transmission System
Total
(2)
(4)
(5)
(6)
(7)
(8)
HILL STREET
-VENICE BD.
LINE
SURFACE TRACKS
HILL STREET
STATION
ECHO PARK
AVE. LINE
(2)
(3)
(4)
(5)
SANTA
MON leA
BLVD. LIl':E
HIGHLAND
AVE.
(6)
LINE
(7)
VAN NUYS
LINE
(8)
$25,824
12,714
7,093
$822
$30,673
37,028
$1,706
$6,229
52
$1.855
$14,547
22,434
4,999
54,318
30,428
35,613
183,989
42,137
68,021
168,160
935
265
2,632
2,886
22,172
3,848
3,000
37,802
13,515
21,752
79,306
14,064
25,756
83,935
421,938
2,655
183
10,995
6,576
3,841
21,256
10,873
10,062
18,653
21,821
10,443
17,828
69,113
2,514
36,341
75,153
6,544
4,925
6,309
25,598
5,610
10,621
23,949
17,719
26,642
26,214
53,610
879
500
649
9,080
97
467
21,177
312
15,464
6,481
14,682
2,288
51,534
1,362
10,243
6,927
7,441
3,313
85,932
963
19
507
4,965
656
24
3,693
505
32,425
6,789
530
10
10,037
40,979
31,708
$815,597
354
2,590
37,186
14,787
9,461
48,458
4,827
$379,144
~N~
NORDHOFF
PARTHENIA
Chabworlh
NURTI~
Ru
<
<
SATlCOY
"z
,I>~CIFIC
SHERMAN
;;
iO
CALIF
RN
HUNTlN(
LlBRA.RY
AAIL LIMD-"~ut
AND I"MIGH'I
AAIL
C*t.V
LlMD-f'~DIl
COIIoCH
LIMa
...
0
CANOGA
-PAR
"
"
w"v
'"
SHERMAN
VAN
NUYS
VICTORY
BL.
<:
..
-'
:;
Z
'"~
CHANDLER
NORTH
HOLLYWOOD
o
PASADENA
LEGEND
PRESENT
PASSENGER
RAIL
SERVICE,
L:;i
PRESENT
fREIG.HT
RAIL
SERVICE.
.....
PRESENT
PASSENGER
fREIGHT
PRESENT
RAIL
MOTOR
AND
LINES,
COACH
LINES.
PROPOSED
RAIL ABANDON
MENT.
PROPOSED
RAIL
PASSENGER
SERVICE
ABAN-
DONMENT.
4li::4C
H Mit PROPOSED
ADDITIONAL
MOTOR
+ ++
H'
PROPOSED
SERVICE
COACH
LINES.
MOTOR COACH
ABANDONMENT.
"v.
~
r
'"..
Z
l(
z
w
l(
fZ
0
l(
w
>
f<J1
1:
l(
w
3
0
0
>
..
---,,..I
ST
VAN NUYS
WOODLAND
HILLS
SHERMAN
OAKS
LEGEND
_
pacific
____
pacific
Electric
Motor Coach
Lines
Asbury Rapid Transi t Lines
Electric
Rail
Lines
SCALE
,
IN
2
MILES
3
Revenu,",
<r.>
<n
150
'"..
oJ
oJ
0
0
<n
u..
z:
o
oJ
oJ
<n
<n
'"..,
'"..,
100
z:
<n
<n
"
..,
..,
..,
'"
'"..,
'"..,
::::>
..
z:
0..
>-
..,
..,
..,
::::>
z:
>-
'"
50
CO>
<n
I-
Y-
oJ
oJ
<n
::::>
0
..
""
z:
::E
..
""...
--'
--'
CO>
<n
z:
::IE
150
<r.>
""...
'""
<r.>
'"..,
..,'"
z:
CO>
I-
100
....
='""
....
>....
en
en
..
0..
..,
..,
..,
::::>
""
""....
z:
>-
<!>
'"
50
en
en
'""
....
<r.>
...
en
..
"-
0..
1 94 8
1 94 7
J~
1 948
LOS
A N GEL
E S - G LEN
TREND
D ALE
- BUR
OF PASSENGERS
CHART
BAN
AND
REVENUE
1000 ~
...,
...,
<I)
~
...,
~
5
~
100
iil
<I)
<I)
E-<
I
80
""
~
~
fjJ
8
:z:
I
~
<I)
<I)
)(
~
~
::Ii
0
A
tJl
~
~
0::
~
REVENUE
60
:3
REVENUE
tJl
g5
'"..,
~
750
""
~
~
:z:
~
~
[:l
Z
r&I
500
~
~
250
20
A II
1947
E-<
~
:z:
!"
:<:
40
1941
o
1948
rz1
~
p~
..,
LEAVING
SUNSET
BLVD.
PASSENGERS,
SEATS,
AND
UNITS
OF EQUIPMENT
AND GRAND AVENUE
INBOUND
AND SUNSET
BLVD.
AND
BV HALF-HOUR
PERIODS
ON TUESDAY,
OCTOBER
19,1948
HILL
STREET
OUTBOUND
800
1.2
U
700
10
600
en
~
~
~
500
7
400
)00
""
200
- ----------,
~
,.,
t:>
~
~
3
I
L-,
100
L __
--,
1
0
"<
en
Panengers
Seats
800
12
11
700
10
600
en
~
~
~
'"
~
""
8
500
400
,--I
J
300
I
I
200
L,
I
~
~
I
L
4
_
r-,
L_ --,
L __ ,
...J
100
'"
~
2
1
0
H 0 L L Y WOOD
ARRIVING
B L V O.
R A ILL
1N E
PASSENGERS,
SEATS,
AND
UNITS
OF EOUIPMENT
AT WESTERN
AVENUE
INBOUND
AND LEAVING
WESTERN
AVENUE
BY HALF-HOUR
PRIODS,
ON TUESDAY,
OCTOBER
19,
19~8
OUTBOUND
1000
,1
900
800
14
13
12
I I
?\Xl
.,
~
~
I I
I I
600
r---.I
I
I
soo
400
10
1~
I
I
I
)00
..,J::
...,
4
:.!CO
3
2
100
0
1000
800
.,
r--l
I
600
soo
ig
..
?\Xl
15
r-'
I
900
14
1)
Ll
12
11
I
I
10
L-,
I
I
L-,
I
IL
400
I
L__,
6
I
)00
L_-
r-
r...J
:.!CO
iL
rl
r--,
L...J
3
2
100
0
0
4
.III
10
12
..,J::
.,..
:z:
<:>
PACIFIC
L L Y WOOD
H 0
LEAVING
BONNIE
BRAE
ELECTRIC
B L V D.
PASSENGERS,
STREET.
RAILWAY
- SUB
SEATS,
AND
BY HALF-HOUR
COMPANY
WAY
UNITS
PERIODS
R A ILL
I N E
OF EQUIPMENT
ON TUESDAY,
OCTOBER
19,
19118
r1
INBOUND
TO LOS
I
I
ANGELES
I
I
r....l L
300
_-.J
~
250
200
L
____________
I
I
r.J
I
L_-
.....J
~ 150
p.,
l
I
r----
Passengers
Seats
rI 1I
I
~ 300
<I)
rJ
~200
~
150
p.,
r---J
I
1
r...J
r.J
1
I
I I
I I
<I)
...,
5
OUTBOUND
FROM
LOS
ANGELES
J
-
!2
--,
@:l
<I)
I
I
I
I
=:i:
I
I
0
PACIFIC
LOS
ARRIVING
AT
ANGELES
BONNIE
ELECTRIC
- SANTA MONICA
PASSENGERS.
BRAE STREET
RAILWAY
COMPANY
SEATS.
AND
BY HALF-HOUR
UNITS
OF
PERIODS
RAIL LINE
EQUIPMENT
ON THURSDAY.
OCTOBER
28.
1948
rl
)lO
I I
250
~
~
~
:.:
~
~
I I
: I
~
<
200
150
I
I
I
I I
r-, r l
l ,'"
l
I I I I
I L-----
100
rl
I I
L_
I I
L.J
I I
L.../
L..,
50
I
0
Passengers
Seats
fl
OUTBOUND
FROM
LOS
ANGELES
I I
I I
I I
I I
r.J
rl
I I
L.., I I
I I
I I
il il il il il
I I I I I I I I I I
--,I r,
I
rl I""
I I I I
I I I I I I I
I
L ---,
I
I
ARRIVING
AT WESTERN
OCTOtlER 28.1948
300
<Il
~
~
..
250
200
r-l
I
I
150
~
:z:
~
~
r---.J
100
,_.J
50
I
I
I
.,
I I I
I I I
L-.J
I
I
L.J
I
0
Passengers
300
Seats
250
S
<Il
~
~
:z:
200
OUTBOUND
rl
I
I
<Il
I I
I
150
:z:
=-
--,
r.., r-,
I
I II I II II
..J
100
r...,
I
L.J L.J
r-,
I I I
I I I
L.J
I
10
11
12
If
10
11
PI(
i
1
50
<Il
l:::
PACIFIC
LOS ANGELES
ELECTRIC
RAILWAY
COMPANY
ARRIVING
300
<1.1
~
<1.1
r----
250
200
il
ooCl
r---I
I
100
11
r-'
)(
::>
~
~
L_________ -,
I
I
I
0
Paseengere
r,
I
fl
I
I I
.J
I I
I L
I
I
I
I
L.J
I
I
Seate
rl
I
I I
I I I I
I I I I
I I
rl
10
11
12
M
In
~
:z:
50
_.
)(
I I I I I I
I L-.J LJ L __,
r.J
rl
I I I I
r-, II II II II
I I
150
~
:z:
LOS ANGELES
A R R IV INGAT
BY
- SANTA MONICA
r-'
I
rl
l :I
II L.J L..,
r..,
L ...JI
L..,
I
600
Passengp.rs
Seat.s
r..,
500
OUTBOUND
<Il
I
I
400
.300
200
'"
100
rlI
J
2
1
0
5
All
10
11
12
N
.3
6
PI!
10
11
12
2
All
CI)
~
~
i!
PASSENGERS,
SEATS,
AND
UN I TS OF EQU I PMENT
ARRIVING
AT SUNSET
BLVD.
AND GRAND AVENUE,
INBOUND
AND LEAVING
SUNSET
BLVD.
AND HILL
STREET,
OUTBOUND
BY HALF-HOUR
PERIODS,
ON TUESDAY,
OCTOBER
19,
194B
CHART
450
NO.
XIII
400
350
'~"
300
250
'"
200
tl
oC
~
~
~
r---,
IZ:
i--.J
__ ..J
150
"-
__
-.J
100
L-
1I
I
L_-,
I
I
I
50
><
><
400
Pasaeftgere
350
Spats
JOO
'"
~
~
oC
250
Ii ii
I
200
150
100
r---
I I,
I
I I
I
I
r,L.-J
r-.J
I I
LJ
I
L
J
--
50
0
8
9
PII
SEATS,
AND
UNITS OF EQUIPMENT
PASSENGERS,
ARR IVING AT SUNSET
BLVD. AND ECHO PARK AVENUE,
INBOUND
AND LEAVING
SUNSET
BLVD. AND ECHO PARK AVENUE
OUTBOUND
BY HALF-HOUR
PERIODS,
ON TUESDAY,
OCTOBER
19, 19~8
350
300
<J)
a
~
~
~
~
250
r--,
200
r--...J
150
_________
1
L __ -,
100
rl r, r, ~,
I I
L-.J
50
x
x
I
L....J
I I I
L...J L-l
1
L-,
I
Passengers
Seats
OUTBOUND
250
<J)
I
I
I
I
200
~
Ii!
...
150
100
Il1
FROM
LOS
ANGELES
fl ,l
,-I
r,L_I I
--,I
I I I
I I I
I I I
I I I
LJ L _____
5
<J)
J:;
~
~
I
I
L_
...,
r,
L,
I
L....J
50
1
0
0
5
All
10
11
12
II
6
PII
10
11
12
II