'M H 1 WW J I ,7 7—7 .— __‘—: — —— I ,— _____ ’__—___ — J? 7 ;# — THE {DESEGN (21?» Ga mmmacao ccmam maxim GARAGE wit gamma; "fixed: far flu Dogma 3% M. S. .a'k'iE'Ci‘iiGAN STAT}: .- 53L; EGE Bfiy‘o ESEEE igég THESIS This is to eertifg that the thesis entitled THE DESIGN OF A REINFORCED CONCRETE PARKING SARA-3E FOR LANSING presented hg Billy Joe Shell has been aevepted towards fulfillment of the requirements for MOS. degl'PC in CIEO 6: K a Mnjur [wales—gm; Hate - Ma} :26; J949 THE DESIGN OF A REINFORCED CONCRETE PARKING GARAGE FOR LANSING BY BILLY JOE SHELL M A THESIS Submitted to the School of Graduate Studies of Michigan State College of Agriculture and Applied Science \ in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Department of Civil Engineering 1949 THESIS ACKNOWLEDGEMENTS \ The author wishes to express his deepest thanks and appreciation to the following people and organizations, whose great help and c00peration in furnishing informa- tion and guidance. made possible the writing of this thesis. Professor C.A. Miller Professor G. Blomquist ‘Professor Bradley American Automobile Association Eno Foundation For Highway Traffic Control, Inc. Lansing Planning Commission Mr. Bolling - Traffic Engineer —- Seattle, Washington Michigan State Highway Department May 1949 Billy J. Shell East Lansing, Michigan W ' p! 211981 INTRODUCTION INTRODUCTION This thesis is concerned with one of the biggest problems facing all large size cities in the United States, namely, ' the parking problem in the central business districts. No city will commit itself to any statement claiming complete solution of their parking problem. Many noteworthy strides have been made toward solutions of this problem in various cities throughout the country. San Franciscos' underground parking garage is a fine example of a solution in high priced, heavily congested business districts. Detroit will soon be- gin construction on an underground parking garage on Washington Boulevard. And so it goes in all sections of the country, new solutions arise to fit particular needs. As an insight into the problem as it exists today, the author addressed letters to the city engineers of various cities throughout the country. The cities selected for this' survey were; Detroit, Michigan -- Chicago, Illinois -- Seattle, Washington -— San Francisco, California -- Houston, Texas -- New York City, New York -- Cleveland, Ohio -- and Buffalo, New York. Some of their replies can be found at the end of this thesis. The suggestions they made helped immeas- urably in writing this thesis. The greatest aid was the ma- terial furnished by the Eno Foundation For Highway Traffic Control. To design agnrking garage that will help solve the park- ing demand, many factors must be given consideration. A parking garages success, unlike other buildings, depends on the whims and wishes of many peOple who have no share in the ownership of the building. The services offered by the build- ing should be attractive enough to encourage the continual usage by its customers. To achieve this situation it must be well located and efficient in Operation. The first part of this thesis has attempted to set forth the following things; cause of parking problems, the affects of a parking deficiency, and the possible solutions of parking problems. Care was taken not to be sidetracked into too elaborate discussions of the finer points of the prdblem. Many books and articles have been written about various as- pects of the parking problem, and the author referee the read- er to thesleor a more complete treatment than that which is included in this thesis. The second part of this thesis presents a definite prob- lem being faced by the city of Lansing, Michigan. Most of the information about Lansing's situation was taken from their Off Street Parking Study of 1946. The final part of this thesis discusses the steps taken to design an open deck reinforced concrete parking garage. for Lansing. Computations are included of the various members used in construction of the garage. An actual site was select- ed and the design worked out to meet the needs of that location. ..4}_. Unfortunately the available plot faces only one street, and both entrances and exits must Open on the same street. This is not the ideal situation, but the design was worked out to fit these conditions. The author wishes to call the readers' attention to the method used for referring to selected works. Each work in- cluded in the bibliography has been assigned a number, and this number, where found in the thesis, refers to the work so numbered in the listed bibliography. May 1949 Billy J. Shell East Lansing, Michigan P A R T O N E THE PARKING PROBLEM CAUSE - EFFECTS - SOLUTIONS {MINI PARKING PROBLEM Primarily when speaking of a parking problem, we are re- ferring to parking in the central district of a city. The central business district is that section of the city where- in lies the greatest concentration of business establishments. This district is characterized by high land values, congestionJ and maximum use of all available space. In most cities the central business district provides the city with about 25 per cent of its tax revenue? Considering the amount of space the business district occupies, 25 per cent is a high ratio. There- fore, the major objective of any parking improvement plan should be to protect the economic health of the central bus- iness district? In the early days of our cities,the chief mode of overland transportation was the horse and buggy. Trails into town were satisfactory as they were cheap and generally 'passable'. Our city at that time was merely'a general store. As the pop- ulation increased new businesses began to appear beside the general store. In time we had buildings on both sides of the trail. Where homes had once stood businesses now began to take their place. City engineera seeing the complexities that con- tinued increases in pepulation were forcing on their communities) devised general plans for future developement. Few were far- sighted enough to realize the value of wide streets. As a result merchants built as close to the street as possible and to this day many cities because of high land values find it .. 7... impossible to widen their streets. This is especially true in the Northeastern part of our country. Narrow streets mean congestion and a complete lack of curb parking facilities. When the early settler came to town he tied his horse to the hitching rack in front of the general store. This act gave birth to Iangle parking'as the animal was headed up to the rack.2 As a parrallel to the early settler the modern day parker hepes when driving to the city that he can park his car at the curb in front of the business with which he desires a transaction. This is the ideal in parking, and if this condition was possiblejthere would be no such thing as a parking problem. It is toward this ideal that we work in attempting a solution to the parking problem. With the passing of time the automobile began to appear on the horse and buggy’city streets. Blacksmith sheps became filling stations‘and barns and wagon sheds became garages. Small town stores began to grow and expand. Unfortunately many city planners felt the automobile was a passing fancy and refused to adjust their cities to the needSof the 'horse- less carriage'. Merchants realized the closer they were to the street the greater their opportunity for business. 80 businesses were expanded and new ones were born always with the idea that the closer they were to the street the greater 2 the chance of success. The rapid acceptance of the automobile completely disrupted ~8— «8. In .a f a x .1 . - ~ x. . \ J . . \ . 2 .I. .IJ . . .. c. v .. I ... . w , e , i . e . c .\ i. x... . x 3 c . . z ‘w . . . . .p . . \ 4 . . . . .. ..Il \ \ ‘ x. I! A ‘ 1‘ at W... ’.s.l e A .~. \\ h .\ - . a.I \0 i w r 1 ll it IA :s-ll. u‘f» III- .. Ill ‘1' 1%,- vulll. ' I'll: . Ill» .l'lcl’jYIu I ..¢I‘I illilli‘ | A. it .7 Ana... 131' y—A '0 .c a H . ... .1... \ . .n . .xl .. . .. J . 5. 7.. «J. i. L. g n.“ bx he .... ”\Lr c. ...J CL -0 .\ A. .3.‘ A. ... .. n... Hui” bfux. “Nu .3. \ O r.. VA . ,. .I . .I . . ... a) .a . 7! PA! .. \ i t \l Jud 2.x”... “M... Li i: 4.4.3.144 .ln..,q.r.,..nszu L73 sails; r. Ti? :quu r g ... .‘L‘n‘ . .. \l «O _\ 0.... DE. normalcy of the cities. Congestion was commonplace. Land values soared to the sky. Every available lot in the central business district was sold as a site for a new business. Very few cities had foresight enough to reserve sections in and around the business district for the use of the municipality Those few cities that did, found that it greatly reduced their parking demand to use these areas for off street parking. Parking affects many groups and interests. Merchants in downtown districts strongly protest when any change is made in regulations on curb parking. They feel that the success of their business depends on the availability of curb parking in front of their shops. This idea has been disproved by surveys and observations.1 When referring to curb parking it is well to remember that highways and streets were designed to carry moving traffic. Any parking that is allowed on these thoroughfares infringes on the rights of the moving traffic. Eventually it is felt by leading traffic and highway engineers that parking will be completely abolished on all the main streets in the central business destricts of every city.1 The continued growth in the number of automobiles on the road makes this a necessity. HenceJthe parking problem is growing and will not be solved until we can provide adequate terminal facilities for all automobiles coming into our central business districts. Motorists too are affected by the parking problem. The 3 average motorist wants the greatest possible convenience with .— l0... a maximum of safety, a minimum of delay, and the least poss- ible expense,when parking his car. These are the things a traffic engineer must keep in mind when attempting a solution of the parking prOblem. For any solution not attractive to the average motorist will die a slow death because of disuse. Of course it will be impossible to satisfy all the desires of motorists, but the closer the solution comes to the above mentioned ideal the greater its chance for success. To overb look the desires of the motorist is folly, for in the final analysis it is the motorist who determines the success or failure of any parking program. Other agencies affected by parking such as taxis, com- mercial fleets, preperty owners, emergency vehicles, and mass transportaion require special consideration in a parking program. All with the possible exception of commercial fleets can be settled with curb allotments? A careful analysis of curb space available will be necessary before setting aside special spaces reserved for the above named agencies. Com- mercial fleet parkingjwhile doing business,can be provided for at terminals or in some cases from the curb in loading 2.01108. With a realization of the existance of a parking problem and a knowledge of those affected by the problem, we can begin our solution. It is safe to say that everyone in a community has a stake in parking. So our solution must be a community affair. Basically there are eight major steps for ...//.— 1 a parking improvement program. They are as follows: 1. Get organized to do the job 2. Get the facts -- and analyze them carefully 3. Get decisionson broad policy questions 4. Institute a curb parking improvement program 5. Develop off-street parking plans and facilities 6. Deve10p program for loading facilities 7. Institute a public education program ' 8. Coordinate parking and loading improvements with related municipal problems. This thesis will present a discussion of the first four steps of the above stated program. A more complete analysis will be made of the fifth step and it is to this phase that the work in this thesis is directed. The last three steps in this program are beyond the scepe of this thesis and will not be discussed. 1 In getting organized to do the job, a meeting with all the city officials, downtown prOperty owners, and civic group representatives, is generally effective in getting the pro- gram underway. Present the problem to this group pointing out the fact that the job will require money and effort. A definite assignment of responsibilities to certain individuals will keep the program from lagging. After receiving the support of the above named groups, it is necessary to assemble all the facts pertaining to the problem. No two cities will have the same problem,so it is .—/2.. necessary to make an original investigation. There are many different methods used in making parking surveys. Some of the important things to determine are} I. Who uses the curb and how long 2. How many off street facilities exist, how extensively are they used and by when 3. What fees are charged and is the rate schedule attractive 4. Where peOple who drive into the business district live and what their major destinations are 5. How far do various classes of parkers walk from parking places to destinations. For a complete discussion of the aims and methods of parking surveys, see the American Automobile Association Parking Manual. To better orient the program it is necessary to get de- cisions on broad policy questions. Included in this category are such problems as: 1. Are new parking facilities to be publicly or privately owned 2. Where will the community get the money for public owned facilities 3. Will there be strict enforcement of curb regulations with no ”fixing" in the Mayor's office 4. Should there be more emphasis downtown on short time parkers 5. Should there be fees charged at the curb and in facilities. These are a few of the questions on which policy must be deter- mined early in the life of the program. “Fixing“ of tickets breeds a disrespect for regulations,and flagrant violations. If the regulations are not strictly enforced and adherred to, the complete value of the parking survey is lost. _/3._ CURB PARKING One of the first steps toward solution of any parking problem is to institute a curb parking improvement program with continuing enforcement. A careful study of the pre- sent curb parking conditions may present an obvious slution. As previously mentioned any move to change the habits of curb parkers can be eXpected to meet with heavy Opposition. There are many evils connected with curb parking. Street capacity is greatly reduced with moving traffic being delayed by vehicles maneuvering into and out of parking spaces. Curb parking is also a very uneconomical use of space as only a fraction Of the total number or3333§E are accommodated? Then too,this space costs as much as the space used by the flowing traffic. Owing to the small number of street users that can be accommodated at the curb this setup serves to penalize the majority to give convenience to a very small minority. Curb parking also figures as a major factor in accidents? Cars maneuveging to park and unpark present a continual hazard. Fire hazards, decentralization, and increased cost of commerce, can be traced to the congestion caused by curb parking. Though its evils are many, curb parking is extremely diff- icult to eliminate. However,by a gradual process corrections and improvements can be made which will in time condition the l motorist to an absense Of curb parking facilities. To analyze the parking demand it is necessary to measure ..../4.. ‘che characteristics of curb parking with engineering surveys. Such surveys are generally aimed at determining the fOllowing things: 1. Total demand for curb space 2. Fluctuations in the demands at different periods Of the day 3. Durations of parking- 4. Types of vehicles using curb spaces 5. Concentrations in different areas. A complete analysis of surveys with methods used can be found in “Parking“ by Charles LeCraw and the American Automobile Association Parking manual. After the survey is made and a complete picture of the parking demand is available, work begins on an allottment of curb spaces. Such questions as, should there be angle parking or parrallel parking, must be decided upon. Angle parking is usually eliminated wherever it is possible to do so. The space requirements for angle parking are enormous when com- pared tO the average availability afforded by most city streets. Most provisions for curb parking are provided for under Act V of the Uniform Motor Vehicle Code?4 This act gives the minimum distance that a vehicle may be parked from various Objects, conditions, and structures. Most states have adOpted this act as their legal code. 15 A Model Traffic Ordinance as prepared by the National Conference on Street and Highway Safety offers a good guide for setting up a curb parking plan. It recognizes regulations “/5— "‘r" r' 'r. ~ ~ .‘ ' .'\ ‘ »‘- .-. - ' "2 . -‘ \ » ,-. *‘r 57%;:7 EIACE USED ng V?E.JJO P u ‘.g Pc?;T;-aJ PARALLEL Ffi¥:;Ni R:JHT ANSLE FARh:H3 45‘ ,mc LE PARKING 60“ ANGLE PA:'€.\. 2:13 . m—sw——-—n-4---.-.—._—- ~- w- ‘ —..- o.-. “ . .—- ~..~: __ - y - .— ‘m’ —-.r—--— o. u— w. a th Re 3'0 width of 'for Park—' Lfnctr~ Cars Parked POSItion C re ‘ ' 9' I ‘ Cit Curb :f‘nefifgzsgj ‘f'e PI US Pg‘ CAI-E IOnPSSp+ .5. Juku' ~Anr.edvér’n3 yr a, J xx.» Parafle/ 7 [9 29 o 5.0 45 dearees :7 29 1).} 8.9 60 depress I9 36 3.2 10.3 90 dcayees i7 40 8.u 12 5 *qusd en 003i? PJFK we tn stcix fines) and on 3 feet fiétki’i‘t: CQr mw_*i* a fag: Mlda \HCIJI‘FS J ' 5' T.‘ L3- 5 L‘ -———_—__ ~—-——.- .«-—~— .o—g— v...‘ - — ‘- _- —.. .- CourtesyaAAA ffiirk‘flf Mahdi? ._/é .— of the Uniform Motor Vehicle Code and also provides regulation of Parking as to place, time, and circumstance. Parking meters have become quite prominant as a means of controlling curb parking. Practically overnight they became commonplace in most fair sized cities. However, it must be remembered that parking meters do not add any additional curb space, but merely create a much greater turnover in curb usage. Many cities have employed the revenue received from these meters to provide additional parking facilities off the street:. This is the method Lansing is using to finance its Off street parking program. Care must be taken in using meters not to forsake safety by metering closer to intersections and prohib- ited parking zones merely to increase revenue. Meters are only effective too where prOper enforcement is exercised. To improve curb parking conditions the following require- 1 ments must be met: 1. All regulations must be reasonable and warranted 2. Regulations must be clearly and simply set forth on signs and these must be prOperly maintained 3. All leaders of government - legislative, executive, and judicial - must support the regulations, and there must be no “fixing“ Of parking tickets; all violators must be substantially and (for the same violation) uniformly punished 4. The public must be kept fully informed so that there is widespread understanding of the reasons and need for the regulations and of the need for compliance by everyone 5. There must be enough police for this enforcement work so that a year round prOgram of daily impartial enforcement is carried on “without lapses.‘I .. [7- With curb parking it is necessary to maintain rigid con- trol. Eventually all curb parking on the main streets in business districts will be eliminated, but as long as curb parking exists careful supervision is necessary? To allow reckless use of available space only encourages accidents, congestion, and loss of business to that element of a town it is so necessary to keep economically healthy. Many would be customers prefer to drive extra miles to an outlying bus- iness district rather than brave the congested streets of the central business district. Decentralization results in a lowering of land values in the central business district. This in turn lowers the amount of revenue the city receives in taxes. This reduction must be offset by an increase in the amount of tax paid by the land owners in the community. SO it becomes quite apparent that all the citizens of a com- munity have a very definite interest in the health of their business district. “/8..- OFF STREET PARKING The solution of the parking problem of a central business district can never be solved with curb parking. Additional facilities must be provided Off the streets. At the present time Off street parking facilities are far from being ade- quate in most business districts. This is not necessarily due to the absense of the facilities, but in many instances is due to their locations, or high costs to motorists. In- efficiency in their operation also makes them less desirable to the motorist who is 'in a hurry'. The presense of these facilities has often hampered the developement of needed parking facilities,by giving city Officials a pervented view Of their space demands. Unless a parking space is used by the public, it cannot rightly be considered in the solution of a parking problem. Motorists who park their automobiles may be divided into two groups: the short time parker, and the all day parker. Each group has definite characteristics and present entirely different problems. The short time parker rushes down town, stOps at one store for fifteen minutes to two hours, and then departs for home. He demands a parking place close to the business with which he desires a transaction. A place at the curb is ideal, for he is not willing to walk very far due to the short time required for his transaction. Then too a small fee is all he will pay due to his brief stay. Thusythe problem connected with a short time parker is to have a place «Iv/9" where he can park and unpark in a hurry at a low fee, and still be close to the heart of the business district. An all day parker is willing to walk much further from his parking place to his destination. Thus he is not so con- cerned with the speed of parking and unparking, although he does demand a low fee. Parking places for this type of parker are generally located on the fringe of the central business district. One solution will not solve both problems, as the cost Of land varies greatly from the fringe area to the heart of a business district. Neither parker is willing to pay a large fee,so a.repid.turnover is the only means of increasing rev- enue. This restricts the parking facility in the heart Of the business district to the use of the short time parker. When determining parking requirements, it is necessary to determine the businesses to be served. This is not apt to be too accurate however as most shOppers visit many stores while parked in one lot. However it does serve as a guide and the results from using this method have been fairly satisfactory? The table following , shows the parking requirements generally insisted upon by most zoning regulations. - 22C)” Types Of Buildings ONE Parking Space NO. of Cities Required for each Represented Average Range of Middle 2/3 Theaters, auditoriums, 7 seats Retail Business 400 sq.ft. Office Buildings 460 sq.ft. Restaurants (See notes) Hotels 4 guest rooms Industrial Buildings 3 employees 750 sq.ft. Single Dwellings 1 unit Multiple Dwellings***** 1% units NOTES: * Usually square feet of space devoted to sales. ** Represents all three having such requirements. *** One per 50 square feet devoted to patron use; 4-10 seats 24 300-500 sq.ft.* 8 400 sq.ft.** 500 sq.ft. 3 500 sq.ft. 50 sq.ft.*** 100 sq.ft. 3 5 seats 3-4 guest rooms 14 2-4 employees**** 5 400-800 sq.ft. 4 1 unit 11 1-3 units 33 one per 100 square feet of total floor area. **** Parking requirements based on number of employees and on gross floor area shown separately. ***** Represents grouping Of all areas where multiple dwell- ings are permitted. Usually more parking space per dwelling areas than in comparatively low grade areas. Proper coordination of Off street parking facilities with major traffic arteries is a must. Facilities must be designed and Operated to prevent the tieup of traffic around the exits and entrances. Flow characteristics of traffic past a garage should be studied. Offstreet parking areas should be access- ible to vehicles arriving in the business district on major streets. Careful design of entrances and exits for facilities abutting on major streets must be carried out to prevent the D interruption of traffic on those routes. Generally it is better to locate a parking garage or lot on a side street. Most communities have found it necessary to subsidize Off street parking facilities. Just how far a community can go in this direction seems to vary with different communities? Some believe that off street parking facilities should be pro- vided solely by individual enterprize. They have the idea that a municipality shouldn't compete with an individual. Others feel that community projects would involve use of pub- lic money to benefit a very few. Many Objections have been raised, but the experience has been that private enterprizs doesn't provide enough parking facilities to meet the demand. Therefore cities have, of necessity, assumed control of curb parking and public parking lots. What has really brought this issue to the public eyeJis the loss of business to outlying positions. Merchants have demanded the cities do something to protect their investments. Therefore,community controlled parking projects have become _2/—- the order of the day,and will greatly increase in the future. A strong argument for public control of parking facilitieg is the theory that facilities for parking automobiles may eventually be looked upon as extensions of the highway and street systems? This would distribute the cost of parking facilities much as the cost of highways are borne. Commun- ities also can Operate facilities without such a demand for profit. This would result in lower fees and greater usage. Community control maintains the health of the business dis- trict by insuring the adequacy of parking facilities. The peeple of Detroit showed their feelings about community con- trol by approving,by pOpular vote,the issue of revenue bonds for the construction of an underground parking garage-beneath Washington Boulevard. Municipal control of parking facilities eliminates many 'eyesores' in the business district. Parking lots in partic- ular are generally poorly maintained and imprOperly cleaned. Their general appearance detracts from the beauty of the city. Then too,municipal control assures permanence. Parking lots A are oft times sold as building sites, creating an even larger parking demand. Many cities have worked out zoning laws which demand all new businesses to provide parking spaces; the num- ber being determined by the area Of their building floors. This serves to maintain the value of the parking prOgram as one new business Opening in the heart of a business district could completely disrupt the parking situation. With these -22... arguments facing them, communities seem destined to control off street parking irregardless of their feelings. As important as the parking facility itself is the matter of its location. Most lots that exist now came into being be- cause the buildings that occupied them, became so unproductive that owners razed them and used the land for parking. Hence there was no particular planning for a parking lot - - merely a last resort as a source of possible revenue. This haphazard manner of locating lots, didn't offer much as a solution to the parking problem. One method of locating lots is to make use of block inter- iors. It has been found quite useful in heavily congested cities. A rather complete study of this method of location has been worked out by Charles S. LeCraw in his thesis'entitled, 'An Economic Study of Interior Block Parking Facilities". The principle that makes this type of solution possible is the fact that generally there is a large space left between build- ings in the center of the block. This wasted space can be utilized to help fill parking needs. Mr LeCraw discusses many ways of appraising the value Of these interior spaces. One way is the Somers Depth Curve which establishes a mathematical relationship between any two parts or sites, affected by a single street influence, and makes possible the systematic treatment Of varying depths for purposes of valuatiog. Making use Of block interiors has made possible solutions for many heavily congested cities whose high land values make ...23.— the purchase of lots for parking facilities a very unwise fin- ancial venture. Lansing, however, has many sites that are va- cant Or occupied by low cost building; so this approach is not necessary. One of the biggest problems that generally steps a parking study,is the high price of land suitable for use of parking facilities in the downtown area. In sharp contrast the land on the edge or 'fringe' of the business district is relatively cheap.1 However, the initial investment should not be the governing factor. All too often fringe areas have been devel- oped only to find they were too poorly located to be used. Along this line 'fringe' parking with public transportation downtown has proved quite satisfactory in some cases. However, this plan has been tried and abandoned in many cases due to a lack Of patronage. In some instances the community.owns land already which is quite well suited to parking. Preper use Of this Often eliminates much of the parking deficiencies. The approach, therefore, becomes a problem of location as well as 6.0818110 ~24... TYPES OF PARKING FACILITIES AND THEIR RELATIVE COSTS The most common method Of providing Off street parking space is the parking lot. These lets get about 78 per cent of Off street parking business. Parking lots may be generally attributed to the depres- sion.2 Owners wishing to get a little revenue from their in- vestments turned the land into parking space. Most lots were started as a temporary situation, and an attractive Offer for the property generally resulted in a sale as a building site. This situation created additional parking demand. Hence, pri- vate owned lots can not be relied upon as being permanent. Parking lots are not too lucrative a business, therefore, sup- ply and demand does not solve this problem. Generally, the first Opportunity to use the land for another purpose results in the loss of a parking lot. As an insight into the cost of investment and Operation of a parking lot, see the following table. NO cost is made for improvements as there are generally no improvements, depreciation, or Obsolescence.1 .—25’— PARKING LOT OPERATING COSTS Typical lot valued at $400 per car space of 170 feet (which includes lanes for movement) Annu§I_costf iPir cent‘ Item of egpense per car space of Total Taxes $10.00 15.4 ”3803 ‘ 23000 3504 Maintenance and Misc. 8.00 12.3 6% return on value 24.00 36.9 $65.00 100.0 For 300 full days Operation per year each space must take in 21¢ daily. -26.— To make parking lots permanent it is necessary to make their appearance blend with surrounding properties. Operat- ing standards should be such as to encourage their usuage. Lots should be graded and surfaced to keep down dust. Fences or barriers should surround the lot. These will greatly add to their beauty. Entrances and exits should be well marked to prevent confusion. Signs with prices marked should be dis- played prominently. Stalls should be marked to provide an orderly parking and maximum use of the space. Adequate reserb voir space should.be provided to prevent congestion on the street. Lot owners should be made responsible for loss or damage to cars. Careless handling of automobiles has done much to drive business away from lots. Operators should be bonded to insure making good their losses. Claim checks should be issued at the parking lots. The more important features that should appear on the check are; license number of the car, the date, and time the car was accepted and removed. More elaborate checks are Often used, but generally the above mentioned have been found most satis- factory by both customer and owner. Operating licenses should be required. This provides a means of keeping the owners under control. There aremany different ways to lay out a lot for park.- ing purposes. Where motOrists park their own cars, 45, 60, and 90 degree parking may be used. Where attendants park the carsJonly 90 degree parking .‘s used, as this Offers the most “27... effective utilization of the available space. Some of the possible layouts are illustrated on an included plate. Odd shaped lots may determine the setup to be used. Where possible 90 degree parking is advocated, though for average motorists it is too difficult for him to guide his car into the narrow confines of a 90 degree stall. As long as lots can satisfy the demand they should be used due to their low initial cost and maintenance. When speaking of Off street parking facilities, the ques- tion always arises whether to use attendant or customer parka ing. The arguments are fairly strong on both sides. The pro- blem seems to vary with each new parking facility. W1th the use of attendant parking in parking garages, the motorist merely drives into and out of the building. About all he normally sees is the cashiers Office, waiting room, and reservoir. Attendants park cars and have complete control of all movements within the garage. This speeds the Operations as attendants become quite adept at handling cars in limited spaces. Then too, they use a minimum amOunt of space and allow parking of more vehicles over a given area. Some of the disadvantages are an increase in operating costs; and often in busy periods attendants are unable to deliver cars as fast as customers call for them. In customer parking the motorist drives his own car to the parking stall. He drives up and down ramps and completes all the movements necessary for parking. The advantages of -28.... Par/INN»? [Qt 4c? Tic/J \J .7 We Rowe af‘CQr-e vlrflfrefl Wm: M 0'02 «Tobey-vs J'ef Perth-Lg 1’60 69. 9'! pPr (hr 4‘ $96!. at; ~23: ngjffera‘sr F Adi—q 27’ P... ‘ -' stasis—"392‘s“ ’ " ' ' r— // ——~.+.— 12’ q» —/7'———.Jf r; "46' " H Two/93:15 Offs/1 .90 .06va 51'? Pant n3 "724 fife)" {‘0’ v ._. i'__J “I“? ”'31 1217* 473' 1? + - I .CO‘J/Ioftj AAA Mattel INcIve’sc did/es {wade Space RGMQkKj.‘ /- 45° sex/5 - waved +0 3911' m Mr ou'f Cr 2' 60' 51‘a//5 - (/Oed 0s) /07L:, #ce- Kan-om for 90° USC’J Milieu +L'I'A’0y‘fii" foo/717E ‘For 5306 3' 9003+0/L5 ’/€$5 Motifs? 5/300: ~~Used" a/Mart‘f! GXC/usw-r/‘f w FONT/m; gorge: I -29— this method are the saving Of attendants wages) and customers handling their own cars and locking them. Some of the dis- advantages are more space required for each car parked, con- gestion around parking stalls, and the refusal of some drivers to drive on ramps. , An analysis of both methods is necessary to determine the one to fit any special project. In any garage over three floors high, attendant parking is a must. Attendant parking wi 11 be used in the Lansing garage. -30.— PARKING GARAGES Where parking lots will not satisfy the parking demand, parking garages are used. Parking garages are distinguished from lots by;3 giving more stalls in a given area, permanency, and a larger investment. These features emphasize the import- ance Of good design especially in providing for therapid handling of cars, and the adaptability to future changes of car design. . - There are two general classes of garages; namely, the en- closed garage, and the Open deck type of structure. The en- closed garage is as the name implies. It may be one or more “floors connected by ramps or elevators which convey the auto- mobiles tc their stalls. Lighting, heating and ventilation, must be provided for. The enclosed garage is a product of the days when Open touring cars were in fashion. Many quite ela- borate’structures have been built and many of them have become white elephants’due to their complete abandon by thegmmking public. Because of their high initial cost and maintenance charges, the fees charged arecmite prohibitive to all except the 'carriage trade“ who are seemingly quite willing to pay for added services. ‘Unfortunately, for many owners, the busi- ness afforded by the "carriage trade' isn't enough to meet all expenses and realize any profit. This type of garage has fallen into disuse, And no recent garages Of this type have been built. .-3’.— The type of garage enjoying wide acceptance in this country today is the Open deck type garage. Due to the simplicity of design, and ease of construction, it is possible to build this type of structure for about one quarter to one third the cost of an enclosed garage. The Open deck garage is a building of: two or more floors connected by ramps. Parapet walls are used to act as barriers to prevent cars from being driven Over edges. Cars are parked on each floor. No provision is made for heating or ventilation. With the entrance of waterproof steel bodies for automobiles, weatherproof storage facilities are no longer necessary. As the construction economy of parking garages is the primary concern of most communities, the Open deck type garb age is the one generally decided upon. The enclosed garage just can't compete; so hereinafter, the discussion will be entirely of Open deck type parking structures. Many cities have employed underground parking facilities but only where on other space is available. It is interesting in observing the Lansing report to note the different possibilities Offer- ed toward a solution. —32.— OPEN DECK PARKING STRUCTURES The physical characteristics of a parking garage consist of a main floor, and several storage floors connected by ramps. Some garages are blessed with features of terrain that allow entrances and exits on each floor, eliminating the need for ramps. Such a case exists in the new garage being construct- ed in Ann Arbor, Michigan. In such a garage each floor is treated the same as an individual lot. The main floor of a parking garage contains exits, entran- ces, reservoir space, cashiers cage, and other facilities depending on the design. The reservoir space is that space between the ramps and the entrances and exits, in which cars in excess of the rate of parking by attendants are absorbed. This space is most important to the success or failure of a garage? Failure to recognize this importance when designing, adds a definite liability to the garage. Insufficient space means congestion in the bordering street, and a loss Of cus- tomers. A general requirement that has been found satisfact- ory is some garages, is allowing seven to ten spaces for each hundred car capacity. However, this requirement must be ad- justed to meet the particular need of each garage. To be on the safe side, it is a good rule to make the reservoir space as large as the size and shape of the garage will allow. Open reservoir space can usually be readily converted to other uses where necessary, but it is seldom possible to convert un- planned space into reservoir use. Many garages provide rest rooms and check rooms for the convenience of customers. However, inclusion of these face ilities merely increases operating expenses. Generally too, there is not too great a demand for these services. It is necessary to provide rest room facilities for employees. Cashiers usually can handle all required checking in small garages. A.waiting room should be designed with the idea of pro- viding comfort while waiting for the delivery of an automo- bile. They should be clean and orderly with chairs facing the direction where cars are to be picked up. Careful design will eliminate the necessity of the attendant running through the waiting room looking for a customer. Many garages find it advantageous to lease out the first floor to private businesses as a means of lowering costs. Service facilities are added to provide a profit margin in many garages. Greasing, washing, and general repair of auto- mobiles, are some of the services that have been received favorably. The idea of having these services rendered, while normally parking, pleases many motorists. These added features, when well managed, attract new business and increased usage. Communication systems have varied from loud speakers to telephones, telautOgraphs, and pneumatic tubes. Some thought has been given to installing electric eyes opposite each park- ing space with a control board in the office. Where parking “-34.- meters are used in customer parking garages the electric eye would indicate any automobile illegally parked. While quite expensive at the present time, they might find favor in future years. With this means of Operation, one or two attendants could efficiently operate an entire garage. Storage flOors of a parking garage are generally all the same with the exception of the roof which has no columns. The layout of the various floors is determined by aisles and park- ing stalls. Many Old garages have lost their value as they were not designed flexible enough to fit the needs of the pre- sent day automobile. Built under erroneous assumptions con- cerning future car trends, they have lost much Of their effi- ciency. Flexibility and adaptability to changes in car dimen- sions, are necessities of good design. It is very difficult to predict the future trends in automotive design. However, analysis of present day models with models of a few years back, show no great changes in demensions. It should be safe to assume that automobiles will not change very much in the future in length and width. Some off size cars will be handled in the garage, but they can us- ually be accommodated at the ends of aisles. Many experiments have been made to determine necessary stall widths. For a model automobile ofleighteen feet in length, with a width of six feet-four inches, a stall of eight feet for attendant parking, and eight foot-six inches for customer parking, has been found satisfactory. This width is “35'.- for "back-in stalls“ at right angles to the aisles. Eighteen feet is allowed for the length. These dimensions are Open to a lot of controversy as many recommend smaller and larger spaces. The author has found these to be about average. The three car bay is the unit most frequently used. Two and four car bays are used only to suit certain layouts. Aisles are generally accepted as being 22 feet in width. Various layouts can be worked out depending on the type of construction selected. Spacing of columns is the biggest factor in floor layouts. ~36“ P A R T T W O THE PARKING PROBLEM - OF THE - CITY OF LANSING, MICHIGAN i'l’i' LANSING ' S PARKING PROBLEM The city of Lansing, M1chigan became aware of their parking problem early in 1946. The city planning engineer, 0-141. Dwight Wood, felt that, and I quote, |'Plans for adequate of: street parking in the central business district of Lansing sklsbuld.be made as soon as possible and.these plans immediately Iflrvxarage costly decentralization of our Major Business District". At Mr. Woods request a Parking study committee was formed to make a study of off street parking needs and recommend a Parking plan for the central business district. Included on the committee was: Lucius D. Mills, Planning Commissioner C. M. Dwight Wood, Planning Engineer Charles E. Ecker, Traffic Commissioner Sidney Anger, Traffic Engineer George Arbaugh, Member ) Merchant Division H. E. Thompson, Member Lansing Chamber - of Commerce Ralph Toaz, Secretary Mgr. This committee set forth to analyse the parking needs 'EJased on the demand of twenty-five years later. They felt that the streets were dedicated as routes over which to travel. .Amy parking that was allowed was a privelege, and one they must forego in the future. Hence, the need for deveIOping adequate off street parking became a must. ..37.— A4 nu- ' r? A.” 47:: 3/ *5 t -V o k “77 f..- A” la: so '1’ I ,I .5" ’- \ .rt'i I" . /' v J I ., , - l . v r ,l- a“ ——..--‘..- - -—- -..,~. *A- _‘ - “'38" This committee filled the first major step of our parking pr Ogram. They were organized to do the job. After the committee was formed, step number two was put into practice. The committee set out to get the facts and aucazalyse them carefully. They first analysed the number of off street parking facilities available as to present and Iftzxture needs. Boundaries were set defining the limits of the central business district. Letters with reply cards were sent to a cross section of the population soliciting their Suggestions on parking facilities. Also, information was re- Cllaested concerning personal parking habits which might affect iF>éirking demand. 'Included amoung these were such questions as; 1. What time do you arrive downtown and when do you leave for home 2. What streets do you drive on 3. Where do you park I38 result of step number two is given on the following Page. -33... PARKING FACILITY ANALYSIS Present Facilities 0:: Street (25 Lots and 3 Buildings) - - - 2,264. Street - Metered ---------- 930 Street - Time Limited ------- 968 1,898 Total Parking Facilities --------- 4,162 PEOPLE ENTERING CENTRAL BUSINESS DISTRICT AND PARKING FACILITIES REQUIRED By Parkg Parkg Auto- Persons N0,of Turn— Requir- Total mobile Per Car Cars over ed Labor Force 10,000 6,000 1.4 4,200 1.1 3,890 Shopping Force 15.000 9.000 107 5.290 5.0 1.058 Business 1,500 900 1.7 529 2.0 265 Recreation 500 300 1.7 176 2.0 88 Total Normal Dam 1m. 0 1'56 15'2", 75 “2’3 5:551 Peak Day - Plus 15% of Normal ----------- 795 Total Peak Day _________________ 6,096 Anticipated Increase of 40% ----------- 2,458 Total Future Requirements - - - -’ ------- 8,534 Assured Future Facilities Street Parking (Not over 25% of Present) 475 Off Street Parking (3 Buildings)- - - - 415 Total Future Facilities ------------- 890 Future Deficit ----------------- 7,644 ,40, From the analysis shown it becomes Obvious that there is a need for providing Off street parking facilities for over 7500 cars in the near future. As discussed previously in this thesis, these facilities must be established on public land to insure permanent use as parking facilities. How will this parking demand be filled} As previously discussed, the distance motorists are will- ing to walk, depends on the time required for their trans- actions. One central building will not satisfy this require- ment. Off street parking facilities must be strategically placed within the heart of the business district in efficient- ly designed facilities which provide rapid acceptance and delivery of automobiles. Outlying districts and large cumber- some buildings are ruled out as means of satisfying the needs of a shOpping public. Three plans were decided upon for study by the parking committee. The first plan involved parking over Grand River. This plan called for bridging the river and using this space for parking purposes. The cost per parking unit of such a venture would be $3,054.74. Most popular retail stores and offices would be over 1100 feet from this parking area. The second plan involved use of underground parking fac- ilities. Such heavily congested cities as San Francisco and Detroit, have found this method their only solution. Underb grOund parking is very expensive, but where no other space -4/.. a o o- A f 15;: ..'_..-. A H .“V‘ Jh _, gag I1 \‘ r“, ry {a _- —_——-' ~v--.. w .- I 44 '44: L" .... 72 .3 f“ ‘5‘ % J-"f / 3;, ~ ‘. r—~ .. . ...x. I Hi. n a; . old! I .l.‘ . ._ a. r\« . n... C, K»... .I a z . r . . rt . I‘Q . .6 .r ‘ I (a /.l. O. 4. c -.4 .l. l 1 If. ./ p 1 . » ,i ... wk. ‘ r“. W “.10. .. A r/ _ p n. r. . .7) 3. l v .ai. . 2 a u r r. 0/ .- L..¢. ,v’n i42— Is: a: 1.275;- 5f;.i-‘_'-£':£:'-_.fi. f? "5.51.5515 -’-v #47134. "PM? (>411 .. -_-.. _‘_.___ _,______ .4... . -1. -J . . ._ , - r" , I‘D ' T/ Q- 1" S " l] 81.34“; E‘ 10m; “3"“ Am. 5.. S" w ”a: ‘- "' “42 A “A”, ' .. . - . e. . - :- r .4. - r .--. -.: 5'}. .4 ’..' 47“)"- f gs «17', 3. :5 to: ’ x, if) an)? 4...”; 'o'l-"v-‘v: .‘ .. . - ‘ . w ----—'—- -——— w-—* “-_ O l . i P'- ‘ . -. ,e r' N "2' ’.' "' ‘ {"1“ W;- "ifl 1“.- .IA 1:! 2 F ”I I"- ‘ ‘ " A! ' ’1' I 2.. ’ 4 6 f 397‘ 4. '1‘ -«' f}; -__ X. j “A! L; 3 .7, ix- .1 .4 f __ . ”Y. (J [/g, C 4 4,; j \ I . .- a . r‘" '.' F, - _. ") :1 .53 ,2 r]; I” ‘v~1 J‘ c.’,_-‘ 0‘7 2 4.; r‘ 7: 14 f, )7 5 ‘31-." 43" ,3) 3?.3’ '51,); 4_~ 1 if .I./ 13)..» .J "19 ’7 '-~ «c. ‘ .f ' *' ‘ I g . -' . . .4 / -. "‘ 1 ." ‘ '- -. ’~ I I- I‘ . ' " . 29’): 7’ '1" in“ 3' 45 TN“ 113'; 1‘} '-‘ .5 O d ‘17 .. *-- J u t IO 913’s (3'4 11 é ‘. '--' - " 3 V .' U -- NI .‘ \ n ( ."~ 5‘; N i) AM 5 N N . N C) "1 U! W i K.’ C\ W, C I I. i (‘3 i .J [.3 M. as. i. \ 2"». It ‘1 w m N a V t5 \_‘ £1,” U: l A. 1:. I. M 1. IJV 'U I» I \u 1‘ t l ' \ ( 't t A i 9 '3 O." l. \i -_ - '1 ’7’ “ ‘I ”ff ‘ I '7' at, 'V A » r r s 4 a a . a 1 .. H \ a - . 4 s I 'f—CJA 1C .0": L' 1.. - ‘v' I 1 ’ ' r " N . ' ‘ I .. , '— ' -7 . ~- ,- .. - .- - r"\/ r; .« ~-«\ H .. r . , If I f '2 .4_. , .. .1 .') “ «.11 4 .“' /d. .4 , . ~". ‘e ”‘ / /¢,r (a: VH3 1, x, .-‘ .C‘r f"- . ,1 ’ ("3! 1"" _,. ‘1‘ i . »'l 7.1 .J l ' . I ‘ r. ‘I’ .b, - ,4 .1 j. 1 p. ' 5) w. ‘1 —43— is available it has been employed successfully. Lansing, however, has no park located well enough to be adapted to this use. The front lawn of the Capitol building would be the only "park like“ location available which would be cen- trally located. Permission to use thhsarea would be very difficult to obtain, as it is owned by the state. The only other possibility would be to provide parking under streets. This would necessitate reinforcing neighboring building foundations. Cost per parking unit for this type of construc- tion was estimated at $4,844.17. The third plan discussed was the use of parking lots and buildings within the business district. Thirty-two locations - were found available for this type of usage. All were either vacant, of supported low cost buildings. Ten of these sights were selected for location, parking capacity, and traffic distribution. Selection of these sites brought practically all the prOperty in the business district within one and one- half blocks of at least one of them. (Note map). When fully develOped with parking buildings they will have a potential capacity of 7,940 cars. The cost of any parking garage space is dependent pri- marily on the cost of the land. and the cost of construction. These features cause the price to vary greatly from city to city. Lansing figured its price per parking unit at $620.20. This is about the average cost throughout the country. A comparison of prices of the parking units for the three plans. —449L~ quite naturally leads to the selection of plan number three. Various sketches have been included for a visual inspection fo the proposed solution. After selection of plan number three the committee drew 16 the following conclusions; 1. 2. 4. 5. 8. 9. 10. It provides adequate parking facilities within easy walking distance of any prOperty in the Central Bus- iness District. It will spread parking traffic throughout the area rather than congest it at a few focal points. It is the most flexible plan. Each of the 10 units can be developed separately and to such degree as park- ing demands require at this particular location. It may be found that a surfaced lot with meters will be adequate at one location for several years while an- other location may need a full capacity building now. It is the most economical plan to build. It has an estimated parking unit cost of $620.20 against $3,054.74 for Plan No. 1 and $4,844.17 for Plan No. 2. This plan can be completed without cost to the City. The acquisition of the 10 parcels of land, the surfac- ing and the installation of meters can be financed by use of the funds created by parking meters for this pur- pose, and a loan from the Public Improvement Reserve Pool. This loan to be repaid from parking earnings. The parking buildings should be built as needed by the sale of Revenue Bonds to be retired from earnings. It is the most economical plan to Operate. Each lot should be equipped with two hour meters that will take three nickels, making it possible for the cus- tomer to park his own car for a period up to 6 hours. These lots would not require an attendant, only a per- iodic check by the Police Dept.. The parking charge would be 5 cents for each 2 hours. - 415*- 11. The first buildings erected on each location should be three level (one level below grad, one level at grade and one level above grade) structures so designed that' two or more levels can be added when needed. These three level buildings should also be metered allowing personal parking and would require but one at- tendant to check available space and violations. 12. Each unit could be municipally Operated or leased to private Operators. If municipally operated this plan would not only be self sustaining, but would provide a net return of $85,000.00 to $500,000.00 to the City annually which might relieve prOperty taxes or make possible an earlier realization of planned public im- provements. The committee recommended that the city adOpt Plan No. 3. As soon as locations 1, 2, 3, 7, l2 and 15 were acquired, they should be equipped with meters and put into service. When Lots 6, 10 and 13 were acquired, three level buildings should be put on these sites. This plan will eventually be put into Operation in Lansing. Progress up to now has been very slow as the city is very hes- itant about going into debt. An attempt is being made to com— plete the project as much as possible from the revenue derived from parking meters. The hesitancy of cities to commit them- selves is a strong argument for private develOpement. — 44- _EP A.R T r H 3.3 E LOCATION AND DESIGN - OF AN - OPEN DECK PARKING GARAGE — FOR - LANSING, MICHIGAN *ifi’ LOCATION OF THE STRUCTURE A complete study of the Lansing parking plan emphasized the immediate need for parking space in location number 10. (See Map). This location is on South Grand Avenue with the back of the lot facing the river. Proposed plans call for buying four lots of 66 foot width and varying depth. The depth varies due to the meandering of Grand River. The possibilities of deveIOpement of this site were dis- cussed at great lengths with the city planning commissioner. About all the city had accomplished was selection of the site. The four lots selected lay within the center Of a block. This necessitates the presense of the exit and entrance on thesame street. Lots 2, 3, 4 and 5 are to be used for the parking struc- ture. Lot number one is occupied by the Pontiac showroom and garage. There is a limited amount of space behind this garage on which an entrance could be designed by means of a. connecting road to Washtenaw Street. This however, Offers certain disadvantages. Some civic minded councilman has sug- gested the future developement of a drive all along the Grand River. Such a plan if put into effect would disrupt the oper- ation of any back entrance to the garage. It is felt in the planning division of Lansing that event- ually there will be a program of one way streets. There has been much agitation on this idea, and some measure will prob- -47— ably be taken in the not too distant future. If such a plan is put into effect, Grand Avenue would be made a one way street. For the purposes of a parking garage this would greatly simplify the entrances and exits. More room and less interference would be offered to arriving and departing traf- fic in the one way street. This idea was kept in mind while laying out the entrances and exits. This area as it exists today contain three buildings and a parking lot. All of the buildings will have to be moved or razed to complete the construction. The ground itself is level and well graded. Evidences of a heavy foundation in the rear of lot four suggests the presense of some large building at One time. The depth of the lots varies from approx- imately 190 feet to approximately 145 feet. There will be no need for fill and possibly some of the excavated material can be dumped over the edges next to the river to help straighten out the bank. ' There are no underground facilities present that would interfere with this construction. After clearing Off the existing buildings, work can begin on the foundation. The shape of the ground parcel on which the garage is to be constructed, is irregular and offers the possibility of many different designs. For ease of construction and opera- tion the author selected a rectangular building of dimensions, 264 feet by 145 feet. This allows maximum rectangular space 14.8.. still allowing some distance from the edge of the river. There are many advantages to a rectangular building. Anong these, are the facts that; it makes maximum use of all available land, layout of parking bays is more uniform, and in general there is much less wasted space. .47.. . ( v ‘ .a . ¢ .a. . .. .k ' . I - I ../ . ./t . I I «v.— o t... .51. -k.- . ~._—— _,_~,-.- .q‘u-a- —~.—.-___— —‘* L. f I If ..4’ #un... O /6‘/".: ,i I o ~‘v ( ‘ V" 9" \“ ’4 - -' rm .— c‘ + h *f .P, '1! . ,. /. A I . r. _ I - . II .4 a . _ \ ,.. r— , I . ' .I . O u r. x. , v . - ~34 Kw ~ 5 . . I. 1.! r a... . .. «I a.“ ,J _ ,f>/. ... - an . r . ,. ,J .o/ /fl.. 0 a . ll v : . .u. ’4 e .11 .l . xi . .r r . . .. P, I x. ., P. . . r12..— ./. . 2 u _ . _ 4.1. .. in... .3: .—. a. ._ J. h, . , n- ”-7. -- -¢ ---.- -1 . —.,—i.. < —.- -~‘|‘-— .-—_....-,_... 7-, “‘——-.‘—<.’. “- ~~ ‘.- .. ———-—_—._._.__... —. -——q~\. ---— .. 4 .. ~o . i... _ r . . w r J I . & a... ,. I . ., p I. I _ f .. _ _ _ ._ . _ . v _. u \n. . it. . p - .A . .A , I x Y. . A .. p .(\ Haw \ /,. ” ... I (I v [I I /.C r]. ~ . Ill: A11. /i... .5. 27. , - .i .. «J P. 3 , r. . ‘. . u. *4- -~- .- ---.——..‘-‘—«- m-.— _. . __. _. .__.._ .— w- “W-_. -—-....' --, —-—-———r—-—.. an wr- ..-~... - I j ’I l 1‘.) UI AI. \.v. .7 .I \f 7' ,. + I] 7. .i H L. r. a l .7 m . \\ n .. _ .3. L . . p _ o)” 2 .~ _ . . a J 3... 74p _ n a . . ”I“ _ Z . _ - (A ., Q ( P. ~ . .VA... . i . d f. a: . Ix; . . _ :1 fax .4 ./ \lilunh.’ __ ll, ’l . . j . '- , [I ’ ~ . , - If 11.... ,I - ,‘U- A .1”, ”5""; 1‘ 7, k we r / ’ I. P I, I’ I" ' " ‘ {- I f ' i; I" ‘7 ‘ I ~. I _ l . x '1’ (/ 3 ~ I ‘2 - \ V, . . f ‘ 1: All __,‘ J. a l . ~ , . l‘ __’___ __- ’ _ fig ,_ , - .. ‘ I/ lie 1. /I' ‘5. '1“) -‘ f: / g: - r _ / _ pl 1 /_ " -1* .4 J * ’ ‘ " --.‘r -- “-2. -~— 4' / ‘r < ,1 I v" . ' .‘i g: A: ( ,. -—-—- a 7 I " C‘ 4 , , . ‘ _ - . I - l- , 4 a I "> ‘1" J . . - I' - ' .— l V// kid!" k’ ' I I f. (f' I! - . / ‘> 11" ‘h {43’ r.- w— ' t’A/ # ._" . ’ " afi-— ‘3“ 1‘ A. -1 " 1 v. - ' A» .— , A. . Wm--- . . 2.x .7/ . 5. e r- a‘ N. / a n I 3"- I ~' 2. t \ f .1 "J ,r '7/. .. I ‘. z z...- I . ' /,‘ ’1 if. _, e ' n ’1’“ ‘ I n I ." r-I: "* .f In _ ,4 ‘ I‘ i ' J ( I /’ . _ , ’ ' / - n . I ‘ I - o“ , ' -’ / k7] 5‘ 2" 2/ / I 1:" «4. " .~- f‘ -~/// I ’v -' ‘ I "‘ '3" - w; "L f‘ =~ .. rm ‘. ,- 1 .... 7, i. nu”. ' 4' I ‘ ‘ r“ | , .' . 1 . ’fi ‘I/ , .5 n 9 .‘ ‘—" q ( I 3 / ’ - F "' ‘ I h Ir . - vex ) -2 A — u y.- l .4 ’7‘. -_ 1‘ ’0'" ll /5 I o I \. a. V I F -_ 1 M r'" ‘ " ‘ V I 4‘ .‘ . A F. . ,l . £1 4 ' 5.“ ‘ f? f"- / a) ‘_-_ i" I ~""'\¢. "a... ’- ‘2' . - fl' _... I V --—- \__4 an». , ". ,a. .1 '\ I ’4 . [I 'l . d - ' ,' ca 1 I... fl ,‘ __, / I3 g-.. i. I \ “—1 V4 1“: / J ~ o ‘ fl 3'" / m J ‘ -- / I h. . ‘ " . - f .1. 5‘ ‘a 1“ W v v .av I ‘ ‘-‘ a . ~ ’- / ' I .4 l ‘ I" 'r " ' I: ,' '-' 3. C .. r 7 I 4’ Anv-v ‘.- ”a"... o.. f ’ _ “I -_ ”M. a” I, "’ " ' ‘l ’7 1‘ ‘ ,l ‘0; ..‘{. ‘ I _ ’J I A." v ~ ‘. l ’ - h- l / 4 I .1- z. . -‘ . I I ‘ ' /_ ' t v /r ‘, 3 I . M _ .. ‘._; if * I ‘ V .~ ,1 . I, h r- 3 . g ‘ 4 «a .1 ' l -1 f )\ . \ - .. .’ / ’ I t' I .m.‘ - i u I - I k v A‘ I ’x (,1. f / v. V“ 1‘ , I / _ o o» ‘ . I;- -~ 1;. o J u.- ’ h- V‘ r w * ' '— (I ‘ a " 1.x.- " ‘1. I"??? ff 9/: 5 I. f: ' . . .5 I , r -.V' I" { . v: I, .1V V ,7 'A (,1 j ’7 h ,Iil u s—a.’ '7 f ,7 I g a, r_‘ : ‘. - I. ‘ . V A v- (‘0! ‘ .4 P" i" \ .. ’ L. - ' ‘ ~— ~. . " "I f“ ’ P ..- mun-.‘qp‘u—‘o-oou 4“: EAI'- _ ¢ I! ‘ f- L 'a - , f—‘ r4 / r‘ r j; if ‘14 ' ’ f“, -— . f‘, n_ 1 V .} H '7, ‘1' IL( I. “‘ . t A. ‘1” ‘ y 4. , .. ,5. —. /_ u- , ~er , / ;— A A 1’ ~— fibn—a—c4rqmmdmw‘ I: 4 - - 3— . - I ' ' - r ’fi 0" / I i / 1‘ ' ‘ 4 I',’ . ‘- 1%,!me CCPQ ' " J” ‘1'" - //“- I), : .1 ._ ' A: .’ 5.. "— :9 - v" .“’ - f r ' --—- ...-» ~-—-I —-—-- Jr-----—-——-4> - ar-—-——-‘ f—n—u—«r ————— —- c. 't M_ / ,2 * r ' c {x— " ' 7- — ,, .’ _ 1 n - . ‘ , .' ~ - . /. 13”;6"/f I”. XIES L_ A, 1 v’ ‘ 4. A w J— ¢ ‘--,.—‘~l 1 i T A i A L-..— L -‘_- -_- 1 - WWW— “‘ P 7 f; _ " '9 § ~ 1f .— f.‘_7 I 1‘; :7 ‘ I O a’- 7““ '- H; ‘ ‘ - I jhtn' ": ‘ n . 14 w T .. 1. . J - /1“ ('v ‘ , ‘ 1 L i ! f i 4 j ' I f, . y._.« "if“ 5.1.57 .‘___‘,_.¢ ' v ‘ {T ":‘l‘ :4 ‘ 5.7. f I“ ' o 1- :222. *1 . . 5:9;1‘1'1}, .. .... 7 r7“ ‘ _ r__.._._-4... “'“1WL""‘“"‘ Y ; ~ - -—{»——~-- - — -—-—-—--- Jr ' ----— "- W '1 I\ __ ‘ _ H l '1} 4» ~_-_' 1 'f ' —"~. 3 I '\ l (ZS/6'9 [4 m mllJ ,. ., I . ' ~ I I" - - ‘, I .‘h . f‘ , - 1.; I I t: i I. I a. . J 3 bar's [affinth' 3 IN‘ 5:," ../ Z E7",5 “‘5 7‘: ~22". U 7'1" 1.3a 3-62 ” ‘ ‘b—nr ' ' «~— 4r--~ Y 7 7* 1* '. ‘ . A .' ,.. . 1 "J -~ ..4 ". -’ -q . .3 -—- ..r . , » '7." x a ,. .4 x. ... 7 2 3 >1 ~ g ~ EC 9 01'»: ~ 5 6 /" fr“ ’4‘?“ 4f . *l- f -vx- "fa. f ‘7 59 00 I - ~-’- ‘ . f I”- -——~—__ ___:: 'l \ \-J ~ -— . P" ——-—4}-. 1+”. ' “ Mm. ’43:: 7+ 1 r? '7 "‘c 3 A"! I: "’f 3 '1’ A :7 7 '3‘ '5' ' k r: I? :F' i L . 0025 ( 74) d 3 I”: :3 ‘3‘“, 1.4 U, ,3; H, 1" j r. __,. ,r. 3_ ,w I.. ‘r' Mac-go.” { n ---".P {f - :-n\'-- 1'H'n-Iuy-uu1p-n-- ——-—- -._.- I .- . {I ’ Q ’}‘_ I.“ N: ‘ : (002$ / (Ila )(d k “If", 4:44 “am? “If": I . JL__ ~_,.._ - . I -_ P adL—‘n -1-~q 9 U39 A - ,. c4, ,- ,g,‘ _ . , t '7 r -. f‘ - Qm t .4 . 3 < u r « My” . ' -- y" A- - . v- ' - -‘ <1 3- ,u- / V “r" ".*‘ . 9 “ ‘ 1 vi / , R), 6 {f 4.1.2.." ,4.-_{:. 4’ £153" _ sf - f- {M 'ff‘ny.5.’:~f:p. J... L....:q.“l' ‘ «‘4r.;..;’.1-;..-.4»-d-.Z-J‘-.fly”: 5.-.,1, ._.. 1 .f w \ .' ‘i * ’ ‘ I A I“: . _‘ ,-~ , ‘l A! :5- o 3‘: 6" P5 [/3 h“ 5 /0 /O K}! (C: I] f '1 L’- l» {9 ‘2’: ,4: X- 7‘ i J l . *' * ‘5 r H: '1‘“ ‘v' t— 77/5 IL? (2‘, .- I .1 I '. J 4 A 0"” ‘y—vll - ‘r I t" 4..- ’ 1" ff 7Q é/fl \) 2" {,1} < C‘ { [L ’p‘, r '4' , , 'i’ ‘ -- /‘"‘r’~ I “/4 P _‘ I’ J r .2 , ‘3 ‘_r I I a f‘ , \ ‘W '/ ’ ‘ ~_ . " I- I .I’ 1’ . ’ 4 - 7;; (—1,:- .. ‘- +<>+~ r: f." ,L , , 2 ‘- . I . "1 r f ‘ I , .. ‘ ffA Y’ e f f “a" .- ‘ J a ‘ __ , ‘- v \ z I ,, ~ __ J _ ‘ ’r, ‘1!” "I ,l. .- / .' ___ 1 ~ I3 1‘ I I) .- J I. I!“ 4, u / e .x. f: ,‘ /; a .. § K \\ m. . m a! .- 1511- ” - . - - - --.1-..T!|u,, (-1 t 5.11 1:- x Q . z N - . r. 4 _ 1.. //... .. \- m/_ /u _ F1.~ 3A o . V I, - - w - - -- OA- - 11.1,, . 1! -1- 1. E. £4.- 0 l 1,:- - .\ H . ,- \ n # ,,. . , Q. 1 .1)(\ I fl I.) _ / H /_ HI). , -- T.- - - .- -- é * - _ , - 4 1 ‘ t :19 K \\ ln\ / I ...II J _ IL. 4 .. A .. a. a u v n, x x . J. 4/4... ... . i. t r- .. . .I f k y. . .... .41.. I4. )1/ 40”: V- 1... fl. . . 1!. ~ ..I ”r. F - If _. A: a 1 . . tic. / .. ” ~ MI. I» o s _ fix. a . - m 9.x . - ... a f _ V _ - A 5 F r " //V 715/5"? 57/. r' \ ’<‘ .J 77/ .x I 1‘? 5 2‘: f- - 4.. I . . .. , __ .----.-....-..-11.-..M - .. fic. . J .. .11111L m d .2me . _ w . u 4.5 ‘(T 'b I H V I .— 5’4” 8 ._-L. fl; «(- rhu I ~ ? q s ‘ A/ c / M .1 -///1«7 QM 4L. vs ., .\ .. n-\ f4 --_.g- I I ’1. -/ . W..‘-_.,--.... --..3 . / -.--- )a/ _,-_7....._ ..—.—y—-—. .. 5‘5... ..~_\: -\+ . \fo-x. ILA v . J _ . 1 . W. . \st. A +\» Nb «,1..- esoterW J». \1 "/1. \\< («s \.\L . H I x 4 Q\K\v \. ~f\\s\\\. . - : .. .. ._- .. - : .- Zfilj . —' 1 IL I 11. L 4T #1 Mll- " : $10 1.. E q 1 w p .\1W./ _ ._\. haw-C ~11 1_1 I11. . J -. m. n \- . 1% 1 1/Ld r - . / A C ...-111.5 -m- - m - 11; .1 .- - 1. H/ - moi“...- \--. .- - .1 . K-aunTL. 4 . .1. .Ulr 1_.1 .-.-14.1. 1d A :IAT A . r / . A .P. 1N1 . . fl 7 . A VJ.-.» .- 1. ~ A . \ . . Fl— . . l . v . .1 . ”111- _ r---L - . D . ..- .} / . -.- e M - - . /1 H .- ,, 1 . / 4- 1 1 1 A v ,1 /0 ._ ~ / w . E w I 4 . A a, _ m - - \1 - r 1 K . Am, _ w w W - . . q - . - u. 51.-.: 1-111- -...c.H-.-1.r\ B .1 1 /1 1 it 7 P1 1\\ 1 — L nu . - 3 . .. RM...- 1 pt 1 _ u C 1 F. x ..- 1 6 0 . . . 1 m1\ .. . .... .- .. m 4 . F ... . x _ _ r, J M 5 .5 1,. . h _ pm .... . m M N,“ . c. 5 . ¥ __ 1H1 1 11141.41 1 - W1 1 .- 1 . 1&1}... 1 1 +11 - 114,111 1 . -- 1411 \. . L 1 - 1. ¥ _ - 1 ..../,_ _-.-,._,__ 11.. w 1 .1 1 .. . f _ 1 .\ fl _ .,./-\\ _ VG )Non\ v \lflnj #701 \Q? w}... +1,- _ .- 111..--..- 14-- 1.1:. -.\J- -: f w, \1w‘.---_..\. r\ - ..x». \\1A._h \\\ { \ \ (\\\1J /. C k \. ... r.‘- .x. .V. K. I" v I‘ , ’. [I — I' ‘ "I ’ I I. x1.“ 11, g/xg -'_/: ”-1 05,9 "- per-7.7: (Ir/Jaw d «gin-g I I, f ' ,_ 'I I I '- / ' , {:1 f f. ,' L (J ¢ ( —" 5.1 /)F 1" -3’ -";"{',‘7 7'}: [II ./ f fC/J rgrcé v. ~‘.‘ ~. I. I a 7’5 I 5 // II /// I‘ll/hf 11.’-}'/ x‘. S ”ff-90 I ‘f 7‘15 r 71/! .C 5/,,£./’¢"/' ”/" t7 5 a 'l . / qu/5(C/ k4 1/ lid/1" ;- f: ”'- bf!) 17' *- 2 /~ 5 I" if ...] 1 _.1 is? 1 1 1.1 ‘71 Q -®-—-~—~~——, 7 £70 t: 5 /C (:1 J/Lfrfl': "-1 f’ I" "5 Fifi? lb” ” Y I ’. I J. I I V59 (2 ; .fl—"f‘. .')_:"/ V/Ifl// I l .l 1. I a I . 1H 1 5122-12-5,’ ’1/1/ . 2’ I d I [2 1 _ 1 f u 1 1&1- C‘ . '7 .193" >3. _‘ ' 'lu ‘ 1 ' a- - "1r;<“7'-.‘"" ‘ t 1 r- ’ -,-\.-“'€"( 3 a" 6 e F“ : iguagf-rj‘?’ 1 \lurv—‘ffr.’ 1 ‘- -_a“ <' 1 f / .. ’ " A at, ,4 __J C b u \l ’ ‘ I (.1 l/(J / r - t. ‘4 i .1 _.K ,' 1' 1 .1 I w _. ' ’ '- 4 -- L . I / ,1 ‘ ' J . : .... 1 - . . ff- 1 _ . ‘ I . ' - .v 19-“ I I - ‘ V J ' I. ‘l . ‘ I a ‘* I “A I V I ‘ 7’ . J ,I / - " 'y a . i I” / I. I I I J x r , . _. ' ’ I —. ....-.-_-....__. ;..--—.. - ‘ [j " 7 .4 l ,l._ A) I I --l g ‘f 1‘ «.1 _. I . .. I" l',» , 4 . .3 - ,1, t; ,r ( _ r, - -- <~ , ‘ ' . -. 4 r " I ‘J ,' : fi. I. ’ 9- /' “—9— ..., r -- I ’ - I, ".1 1’” f x I ' -, . .‘ - . t i- ’I— ,_.-_' [.._- ———_ -. _ .-F-_....~——- .._.—fi. .—‘ a —__~.‘--‘ 1’ | h..- v-QV-VP—A. -..r-m “-V-v‘u-v ...-m- “u. k ' ‘ ..., ’1 I ’3 ‘ \ 0' v ‘ffi‘. I I . g ' I (L ‘ a‘,’ 74 I ,1 . I ‘ H ‘ . ., r -' x . - "' I l - I . I. ' ' ‘ 1" t-‘J. I . 1 I v- , 2 /‘ X Z. I", ‘97 ' I ’. ’ *- 1? f, t. ’ ’14" fl -‘ I' 4 ’ ”‘4" A I I. '7 I . / N.“ - ~ / ' l' I. l - -- _o' 5 §x I “ r L _ l I ~, ' 1 I . --v ' ’ . v '7" ,I/ '1 l- ’ a: ' ' ’ 1‘ I J 1 H.“ u L , . / «J ,’ . . 4‘1 . ‘1' ‘ ... ( 1’», 4" I” ‘ I l I 4 ' I - / _4-’ /‘. - I 1‘ ,— '- — - h . ' l. ‘ x 1 . .. ‘ i I -' i V __ x, , ‘r "' " - - .._..-- - .. / '- .- 1 'un- - ,-' I ." r" ‘ ’ ‘ l/ I: " ' 'f .- ....- . 0‘ ' ’ I 4' 1 J, - P -j- A 1 .-.. I { k f- -- pa. ‘ /-A ' I ' I o ,7, Al .- .‘ ."I . "' - '. .1 _ -‘ t4 - “ - " ' 1 . ‘ ‘ '- . - ' ‘ ‘ 4 u- .- v ' J 1’ (I I . C ‘_ .- . I , i i I .9 ’ . . r 1 --’/ "f w I r - - _ ’4 . / Z V" “"iWHA‘D-‘h ‘Wflnfi—yvb—i-G'rhh—‘u‘. . / , I- ,l {'1 /’ I { I 4‘ 1 J" / I .» ..-- \/ /,1 ’17 -‘,.-— ’7; 9{ .1, .. / v 'I I l | r ’ U . j V -o- 1 ‘4 ‘ ' . I ” / )3” A A”! /" I / ' J ‘ . , -_ - ~+ / - -- _. - -. ...- .... .1 ,~ .. . W s . I 1 ‘- ;~ 6 x I I ’ -'/l l v / ‘ ~ - r l r-‘ "J ~' I " ‘ ‘ .._. ‘ ‘ ‘ ‘I . ¢ , r‘ , a I h ’ I “"V ‘ I ‘ [7» -7 / «0' . A ' . - - . I" ‘ . 1_ 1 “ X I l I \' ‘.“ 4 If, ‘ ’ ' 9‘ "h' , ‘~ ' P‘ . I L1 . ,/ "" *1" . f‘ :‘ ' f ' ' V A . \ i. - .' 1 ' a M It . . ' ' . V ~. 5." .1 - " ( - x? A _ / ‘ ’ - I r ' .- f x +‘ c. . - L I ~ "' r"~ 1 f‘r .. ,,..~- .1 21-. .-~// c . ,. . .0 , '. . - . I i ’ v 1 .4 \. v K ,/ I . >" -.' “I I : f M Ir‘ ,- f" n "I r .- - ‘ K " I’ " “T . .7/ 1 -, I J” (I r" ‘ \ ‘fi SOIL BORINGS -- FOUNDATION For actual construction it would be advisable to have soil borings made to determine the exact nature of the under- lying strata. Due to the nearness of the river this is an especially good idea. The presense of undesirable soil could cause the complete failure of the structure if not prOperly taken into account. For the authors design a record or test borings was ob- tained from the Michigan State Highway Department. These 'borings were taken near the city hall in Lansing, and offer some insight as to the composition of soil strata in this area. One of the test holes was selected for this design. A cOpy of the field notes and the result of a laboratory visual inspection are shown on the following pages. ' :79— LOG OF BORINGS Project - 4501 Lansing No. for Lansing City Hall. Michigan State Highway Department. Test Hole 1 (Elev. 147.36) Record of samples Location - 30' N. of N. curb of Michigan and 4' E. of E. curb of Capitol. 0' -— 0.4' Concrete Walk 0.4'- 4' Firm yellow clay, trace of gravel 4' - 11' Firm yellow loam, very sandy with some gravel 11' -20' Fine yellow sand 20' ~ 25' Medium and coarse yellow sand 25' - 32' Medium and fine yellow sand with small particles of black shaley material. 32' - 46.5' Hard blue clay, sandy and gravel 46.5'-49' Medium and fine grey sand 49' ~ 51' Gravel 51' - 59' Medium and fine grey sand (compact) 59' - 62' Medium and fine grey sand (loose) 62' - 65' Medium.hard grey sand stone 63' - Hard grey sand stone léo- Test Hole #1 Record of Samples Sample # Consistency Sample Sample Sample No. of Depth Length Penetra- blows to tion drive 12" Drive with 140 1b Hammer 1 Firm 6' 12“ 15" 11* 2 Firm 10' Failed 15' 8 2 Sand 15' 13' 15' 18 3 Sand 20' 12' 12' 10 4 Sand 25' Failed 12“ 8 4 Sand 25' Wash sample 5 Sand 30' 9" 12' 6 6 Hard 35' 7' 12* 36 7 Hard 41' 6“ 8" 21 8 Sand 48' Wash sample (Note) Consistency determined by inspection of samples and substantiated by resistance to casing and Jet rod. A11 Test Holes Sampled Feb. 20, 1947. Laboratory Visual Inspection Sample No . l. P. I. 4 Yellow, sandy loam. Shear sample soft to plastic. Weakly coherent. 2. Non plastic. Clean, yellow, firm sand. very fine sand. Slight trace of silt. 3. Non Plastic. Dark, mottled, yellow brown, fine to coarse sand. Slight trace of clay and silt. 4. Non Plastic. Wash sample. Clean fine grey sand. 5. Non plastic. Clean grey. fine sand. 6. P. I. 5. Firm stiff, sandy loam. of small pevvles. 7. P. I. 40. Stiff. sandy. loam. Trace of pebbles. 8. Non plastic. Wash sample, clean, fine, grey sand. (Note) The textural classification used in the remarks column is based on the triaxial chart. (Note A) No water in uncased boring holes to a depth of 35 feet. Hole caved in at a depth of 35 feet. Observation made 30 days later in original boring hole. ’62.. The information drawn from this boring chart, shows a medium of fine yellow sand between elevation 849.24 and 828.24. It is in this layer that the seat of settlement of the building, is assumed to take place. This sand has a bear- ing capacity estimated at 6,000 pounds per square inch. This figure will be used when designing the building foundation. When determining a design for soil pressure. it is ad- visable to secure charts of all borings that have been com- pleted in the surrounding area. Interpretation of the re- sults of these borings gives a good picture of the underlying strata. However, soil strata changes with each succeeding section in many localities, and the only real guarantee that is possible when determining soil pressure, is to make soil borings on the exact site. «63- THE STRUCTURE A reinforced concrete building of five floors height, will be erected on the site. There will be no floors be- low grade. as it is cheaper to build up then to use two sets of ramps on the first floor. Also due to the nearness of the river, in times of high water a floor underground could be flooded. There will be no walls used, only three foot para- pets. This leaves an Open space of about four feet. This area can be covered with pro-cast concrete grills to produce an attractive building. In determining the type of construction to be used in the garage, the author selected a flat slab floor system with drOp panels. Some of the advantages for this type of construc- tion are}1 1. Shorterstory heights for a given clear height 2. Better fire protection with a flat ceiling and a better play for a sprinkling system 3. Economical form design covering flat surfaces 4. Uniform surface for ceiling 5. Favorable costs compared to beam and girder Clear distance between all floors will be seven and one half feet with the exception of the first floor. The first floor has a clear distance of nine feet to allow parking of trucks. The roof will be used for parking. A greater number of cars can be parked on the roof due to the absense of columns. L44- eeeee SUI/0033.10300é: I+M0rffi *‘t‘f KW” au—d-va- . .. .. .._.—«.94..— . t O- -- M M d —— ‘ ~ A w..~o«-—-.-.— - ,_ v -. ~ , :x . g. , _. .u -\ mu ‘.——'— - - ‘ u. ‘ ' ‘ ‘ ' ' . 9 ‘d "‘ 3-75 w' t L' .r . ‘ ' --.»- we . .. a ...-- y ..— r.- -- 5‘92““ A :. --- - v —. -- v -, ~ .. -' - A- - -.— ‘r- .-- t‘; ‘ I ‘ -(t - A 8-H {‘5‘ (9 ':.- 5‘ v ‘ f (:«H‘ , ‘41,,fl'c*~ or‘*frl "(4 1(— I' ‘7’ ' 1" 4‘} ~35? - l , :1 «a 1.; . 0W5 out {N :N ' ' /0@ £6 =260' . L 264’ * E/e V4‘/'/nA/' /6f {/C’Jr 9 $1719 -- afloat) for/45147 01‘ +rch’g ZNJ'ES-‘rd' 4t/w 1C/oo r- -- 7:,” i : : -. a -. --. . .1” ' _-_ -- . 7 ' /4.5' ’ ' ‘- arfiva‘.’ u-r. - ~~o ._,_. <.- - . ‘--- - ~ « ——.-o 1- -. ‘us- *‘ d ‘ ‘ 1 \ Eli/d View jag/“CA {NJ * * NOV-til LEA/J IS'Jomc IU/flv direct/or) 0+ flux/cl Office/we -452. .- _ g ‘ _. ' K‘w'fl‘ - ‘- .. . ‘ m--" V 'N , .... ' ‘ “ . ,ofi ' T- 4 .ri» A p. f." F- ..l, ,4 l I 5;. - .' L/ L. 'I I ' \J -' ‘\- I / ~ - c: 1r --*--~r———-—-+-——---—~ -- , - -- ._.. . -9. ......P M --fi T 1‘9 "““+ h' .....p " we? . Ijfi’t'nfl- L Jar { i ! ‘f " ,.?- ~' -- -..“, " " -~»-- -..... “gr-v - ' ' ‘ . \ HM t+ ++ é 4+ (NHH H Mi 1%.qu + +2 “Rip Ii) E .. ._. ..-s... -_-- __ ‘4 ___ 4 M WM +m+w+w+fwrrw¢f << Y I A (Ll—T I .‘ ‘ a. 9"" 4 fl _ M. h s) "I' x. Y 1 if \‘ i I 3 + ;#+++$+ +L$l+i44T++.+¢i¢+iil+;éJT* - --—-.--— s..— .._.-_ 4 ~+ 14'?» Z “- I ',- CT"; ¢_if”’7j ?i-<:? l' T f "i I; .“ LQ ‘f- : L ; ' I"- " O ; ' I '(, .’ I am ' f .‘ _ '1‘ l ‘f‘ H , ' l ..I x‘ \ I x l I . /’ lag. L”! L’ /’ I'- // \ J (I I I / ,l/V /' -- J 'lll‘})—I"tj f. ’— l ‘ .- I ‘ I / 'J “'7 .4... , East a. J ,2”, - H» a 2 w M" k — —‘_ I ' 4 ~‘ . ' I A 1"“ 4- / , I , - , _, .2; L 0 r < ’ ,- (I /:/l_. ‘- /_, C” . , / I C - M “...-"WV ”1.. .._.". N r ‘ , ' ”‘F 6’ {“4 (0 '5 C/I.” f. rocn) “'- 1;)5X/5‘ _, g, tam/fin. f’b‘xrw ~ 5;; x ,5; / a. . k f: t» a; (fr/l {:3 i xifflt‘ F55 n' ‘” 4‘ X 5’?) I + 51, CC c1” 5‘- ‘f'! ’4’ r‘ I" fra .. 5 c’ .. - fl - .-. / - ’31 '7‘ /x' .‘ ; .3"? /i :2 x r.“ 9 ’3' I; C’" 5: 5 Ii. 1".- 2‘ / f 9’ - #5: r A} '- J/c 7(2) I; C .2”? I-) .1: .1 r A" 7“ ‘5" /" 71 "’55" V. v i .. y ' I‘ o I I .' : ‘ "" 5'. .. _ ' r' ‘ ”I“ "' WNW-r ””x’ Pwr’.’ ' 0/) ' / "I "I 'i‘ (I . / A ' C ‘ z ' ‘ ' I 7 x J 54 '. 3- C .v 1" f: I...’ ‘ '9' ‘ r‘ ~44— ’ *“ L“ /,Q 7 e a! f -. .._.,— \_,»\__-' v O f ' . I I r 2‘ 5 C'Zlumlb A 171:9 (Ci/rnfzo, ., ’ .4 ( r2"; - j I”) ’ .._..-. . s . . 2 .. I, ,' 7‘ 5 fr "I 5 f w ‘ N h w paw-m 2. A22»: ~ 7“ t“ . J 1., I +‘ .+ f ,3 / h. -F : 1":v~ up. ._4. .. 7 I f} 2 *“ .'-- -~ P d'/:_‘ ‘ _ 4 .._..--.._-,_ Hi: I e- .m—m -»--~ v- 4 ” 4"“ .---_.-.._.. L ., - .-_.- . 1 , + mwmh 35‘ ‘m— ...s. ...--- ...-.... ._.. S/gfi 5m 2,- ,,,_ {a DESIGN OF COLUMNS In designing interior columns the author set eighteen inches as a maximum width. This was done to prevent the columns from infringing on the space allotted to parking stalls. In order to keep a width of eighteen inches it was necessary to use rectangular columns. The long axis of the column runs parallel to the long axis of the parking stall. Provision is made that all ends are to be rounded. A metal plate, the height of the average car bumper, will be placed at the base of the column. Exterior columns are designed as being square. The I outer edge of the building has a beam the depth of the drOp panel, one foot-six inches wide. -éa- Y a w ‘4 . r’ " f '5 "' A I ..- " 7 , r- v K." q a. l A ) z j x QC; 2 L7! 9’) n1 Owns \ l / /d.2' /. I ‘ +/, 2’ ’ I ' 7 ' 24“ J! 2 IV C98 7"” 1;. mfwzy C4245 («’wf'fiwn fl 4 .(‘I t l I ‘ I HI 'I ~ 4.. 1 5 '. 'c' ._' +. x, .7 ’ C4, I“, - ”3,1-5 5?.‘2’721 25/5' LC'/°’}7A< 1472'? C";- . - ' V i ‘- "(3&1 ' /~_ /' I . ' ' ‘ ‘l t/ c .. .4. 2/ , 7A 6’ P H.- wrsxc A.) Th 77’ VA .9“ 42‘ 2... :7": fl. 2.. 5. 7‘ r. ‘5 y '7 .. ‘ . . ,/ (is- 2 Con. I am; M’i-X!n22 Htl£3 €12.12) Load: 743 C!“ chr't" 33:; 5663‘! 3.673 ij’zd' = 4‘0 QCI‘L‘C r662: 2, 7: £17 U)“: f/‘ C" /, ON +h€ ficurth 4/ocr 0* 7"/:€- fi/Qé: flue /oQC,/wfv (5” +115 CC/Umm‘s ff»; *Aé *Axrq’ *2/53- i' re 13/90:” (LO/Unvrz/S’. 7/75 far [u fuyg. +’/c org, desweJ, ’70- /C?:/ 'ffi? CY/rc ff)“ { '7‘ (¢/'Jn5r~g “/5“ ”BX 23*//BHC barf-,0 %7CI63 @ ‘31») CC /Um u A? ”X 22. " Us: /2-/7;§"n bars 5/5 H wC/af‘a 3: 1"}, id 4/ Q a 71/») 7 C- w G C «5 /U m 2d (7 C§Um1r3a7ix‘-“ 1:. rnqj'é fo/ucuf my Mu; rd +/Cor~ 7L/fc“ c {(7. rfj"! +/cc~w he! F/us Y": i‘rlu ‘32 f‘éu'rV‘l 0 1.1/11 :~' rf‘. ’37?" J 521:: #0 +4, ”*f'é? df 51:63,“) I /~ " , ' / v" ’f 3 I if ‘J. I", f S O COLUMN FOOTINGS Column footings are designed for a soil with a resistant force of 6,000 pounds per square inche. Computations of a simple and combined footing are shown. The combined footing is necessary because the building is built right up to the edge of the prOperty line. The method used for solution is the one recommended by Sutherland 13 and Reese. The simple footing is designed with use of Peabody as a reference. Observation of the computations should prove self eXplanatory. ..7y_ n . rif- I; I I.» .1..- I t.” (I \ I] f. (a ) .... [#0. . .J A I z. . ...a ; k , l m p C I. . — . . a... _ h L _ ... / i . : «C II ’7 t r- ' . u )w I“. c n. f. 4.. ft. m .. I. ., . A I . 1 ~ 2 I 4. i/ .4..“ ’l .... .. a” ... n n ... I». o (1.: ...... i" I ,- , f...» “‘1‘; iwgcm f 7‘. ~a.__---- I 5.....—-..- . r _. i ,-_ ...-fi _ .\ - ’ \ i / _ _. a a I : r" [I 5., ‘- l- J .7? 4 r , . .- A H P", “r 7 ‘ " ...“ ._. Dr' “ I, b. n ". q .4 . I, :2. ,9 :3 K A H _/\ “*4 fl. 1 Wm» » . 4.: a?» a. \. J/‘ ‘ . I \ x", .‘ C \. _,"/ ‘. / a (2 I "_ \. - ‘ ... ’ , I ’ .J H '1' l \| 0 g’ (‘1' gr /.3-/ - /’C'? J P; v ' d}... I/ r ,/ i , 1 g ’ . ‘ ' j 1’ 2 K. _. C V ‘ ’l’ (r: ; v F i ,> / ..-. , e : .. ...! ,e r o'- ,2. L/’ I . \ 2:" r, ‘ K v V “' . J l i / any! _ _ , I473". fg -' /’._,’ / ‘ -_.-’1 l27’ 4‘. 0 ~ - T” ~ ~~~~-—- ~ ———~ -.-----._--- --~ -— —-~— ,/~ ; .’; .\ I‘_ \‘ f/ \ ... \ ,1” \h r'", l Q‘- 8: 5" I $17 ’7‘)”, '/ brim/4' f4 ~ H " ' "'“‘ ""g \, \ IA “ . L I, -‘ .-; _. 'p ~ ff“! x“ ‘/ //§-‘_> ‘,«." ," Mam—um 4,, , " 2 7 7:: ,c’ I} . o . p: , r i f) a g ’ ._- _-~- ..0' ‘ H I ’Z :7 x E. 5 a: o =— 4 «”4“ 45” : 5: 4’- ~ 4 N70 rm‘ 5 '97:? MM We: d;fl,7lrfi1l‘r’2 “ -4‘: .‘x‘ 5 CV' w \ .« A v" C \ xx 3‘") u ,. ‘. ‘l 2‘ ""1, .. -' I. 'j ’A A, / . i 1.- .....p .3 'A: l ’ ~~\.-—x_.4 fr} ‘1' 1".) v”.\_-"-0""~ V'- to" v P-—’ mow "' V '. f : “0.9 ...-“._..— 7)” V3266 (/5 x. .. -1_ . \i‘x/vchxr-n _. . / m C. 'l I .1 p L. Q / z p: ,m /. . H x“ 7 x L i 5 ; mu.” 1%.. [”4 C.‘ VA ’1. Mil/4 ...r... /. u .3 ... f ./ _ 8 / / : 7P¢ DC, I/ If /.,.C ,3 F \ flv n J l oc a ’-"/ c /‘ r 1 ~’ /§'0 6 k; “u... I" A! V / "/3 v' / fl " _74- r , k . .. , . A . , f‘ ...; .‘ , »'3 WC 3 f’ «’ 4:»: 9174'; "3"." f.» «r w: "‘ / 4 I ‘2 ‘ ‘\. \ "c " ’ ‘ 9: arr - ,wr/ '. \ """ {Jt If ‘ x I I e" --4 X I I ’ / /A« \ i" C \ .\ ’7 ‘ . f“ A f, ,1 ’ \. / fly // / X r ”" fi '71:") ’3- :\ I ‘+ D \ K 7. / 6'- O‘ (‘5) n;. J, 5., . - 4xyrxxx.. -.. I 9‘} _ I .4_ \J r I r , . [)1 .1 -._._..,., ._.. .:___/_~__‘ A ’ 1: ’ :54 h) / l’ / I» . I? " A / 2"} "5 :3 r] -:. 3’. ... T]. ‘V” . 7“-1 -. 3/*r- ] rrlf .r- .. »»... x - mew-- .... a , z, {/35 If.) I 4 Hr" L J I"! L ’9 / .... 52.35.51” .7. / 2.. " 1;" fl J‘ ’5 4‘ o / 2 I). ."~ : A: +‘ / c) " “/9 f . ar-l" -.." u. ”a. ' _ ,ruhvfi- .I.. WW MA..—<_..~~__d-~.~/‘~‘ - ,- u‘. A ..— dz :1 6 'fi’ :1 .1. / ’. v ---..- ._., {a 2 f" /-' 3. . .\ ,... / ,.- . I 1.1- 7 t: ;. , (/55 ‘35", 71 i fl :- 4 X 9: K L; O 4/ v “‘7 “M 3* I“ C" 3 £7 32’ C C’ O /C .i 2:“: 4 ' .4. .g'v [36 CC. x’ww -—-—-_,o_,,-_,..n_,-‘-..w \-- -‘-v ' v:- 2;? ooo 2451:; <(: ,. h+ -.- .._.-.--; Ifi 702(5) .5 3 . . filéj/KIC” 07‘ 2£YC (<1m) a“ I ”I" M"; ‘Q-Ch ~ .._.—....- L.) Ar: 4 3’ 6‘: N :3" , .X 411.2. ‘* 55' / 7X2 ‘1 ..- "7- ‘- 4..r -« .5. I . Cj : “:1 A: //2- E?) — 6 g-D * +==w4ésyég Cg? , “L” _ , . ,, Ti!" .i I. 7 .4! r ) 3.: \4 A a. ‘ .... / ‘1‘ 7 /6 ”2,. 1‘ i... '=- 05‘ 0/ 4/. 2_ _. 560 (,"’3,55 * ’2? /-5 51.52252 2. . K’- / p // A av;)al //3”U 7Cf'0/77 ‘1‘}: , ,l- 22-. . , ~L I»..- .2 2 “/2: 2: 42 w L—zé-z" 4 2 - .... —-*x.-—-‘ r f - { 2 _ '7’) g . _ -4-* 5 F‘ f: 2&5 x: .- 3.... / + ‘2: ”a"? ‘- (ct r 2 LEE :9 2: ‘42” \ M‘C‘f‘rflvfl- h. . ’— I ” 2 .— —? I . or , .3 v o m C! < 0 . , r .2; . at' I. I I I) - Cf, flca/ \/ 9’ / ll)" \-" /£I.‘C:.'-‘ :7 r" ’ Ill”; 4’ I? “AN—PAW .fl- "" \v" - ' I“" ..4’ l . ' I ' ’9 " I“- f“ 2 u, r' 2H ...... LY “4‘ _ i V” /" r j " x14: “ (v / )"’ . \\ 1 a“. I ‘\ 1 . L__‘.__-._/._2 -.- _- _\ A ‘ 1. [5.2.2 ,2; f“ 2.; f ; 1.911272r1fm‘.« ~-222«2 2,2; I _. I /7/ (/0’ (ft’xfrj, ~)_ {(1,‘ 22.: C‘:/'..:’ r I I 22 ,...- ,, 52427-22 /'. “It. ///'¢“3K’ 2 W “ “ .1 ,-/ ‘\~ / I ,2 \ , ‘ H "I #222 -- \/%&22 /7 K/5 .4 ’ ,4 _* A‘é/KC)COC fr; " ”..--ma /3 275.5 x (e. .1" 7 x é 7... F 432- :: a 1" " " ‘f ‘5 (9 . 2 -' 1'“ , 2; '73" -7g_ 2 _/' I ‘ t" \ ~ I .. I ‘ 2., 2 = (15-- D \A A, ‘. A/‘_/\ A “mt-mma\<* 0"“ -'-"~ ‘ "n": S Lr‘I: e‘ ..A may: -Isl- 3 r! . 5.3 , 74 Y. _ . H H .. M 2 4.. J w 5 " m (2 . m {‘4 ,. ./ :5 PO ”....v‘ 2. _ 1‘”wa . 1 H g _ 2 “ WIT... 4 f 1.x. 4.. W _ _ 4 . - u 2 L ‘\\ 4-! .fi, 5 .. . T _ « I“ . v w r. _ m P m m .u M h , w 7 .. w . a f M i.“ Iw. . W . I . m A. ._.c. w. ._ , _ 7 _ . 1:12; +-9 ... ”2.2-3.2.”!!! E -24.! - _—..—.__-_. ~——,——.— ~——-.——. 4»... PAL-#9:? ._77— ( X ( _ (T K '1 \g .1.._, flit GF/G I" (MC/‘WHI‘J ch‘ 14/,qu w” " VW~ .-....1,‘ «VJ. =1] 0 / m 2 / 8 x 40 M= 324. s” 22242232 ‘7 f/ ‘ 1 m.» 4’ I [L 72‘9351‘ fr"? ’5 /‘3" J ':- 857 I") ‘V . p, {f I; ‘ / any; 4‘. (/2 nuns 1 132M :5 92.6 (32”) 1‘7 ‘7‘ I, 0/ Low [2,51 0 72 (,2 /2 ) 72 2227 38; 513’ o 21‘: C's/um N [0427/ w%c2 H .— M / -/é4a éOCO ...... H \ MD 1. ;‘\. \ 1‘2' \‘A ‘1. ‘ K \ 1‘ I" - r/ 1' —- / 'l‘ /"T/’ C'LI, -" /wp drOp panel. Where the ramp Joins each floor, a beam is placed underneath the floor, the same thickness of the drOp panel. The ramps connecting the first and second floors are 66 feet long. All other ramps are 56 feet long. The slope of all the ramps is 15%. Clearance has been kept to a minimum of seven and one half feet. The ramp has been designed as a _ flat slab with the same thickness and steel as the interior panel. This allows for a maximum load when cars are placed bumper to bumper. Stairways will be of reinforced concrete construction. With the short story height it will not be necessary to have any landings. Firepoles will be placed Opposite the stairs —to save time and energy in coming down to the main floor. These poles will be staggered on eachfloor. All stairways are equipped with prefabricated steel handrails which are con- nected to the stairs with bolts cast in the concrete. MISCELLANEOUS Width of entrance and exit lanes is twelve feet. Three lanes are reserved for inbound traffic and three lanes are reserved for outbound traffic. Width of these lanes is twelve feet. Use back-in parking stalls at right angles to access aisles. Length of the stall is eighteen feet with a width of eight feet. A loud speaker system will be installed throughout the building. All the floors will be sloped gently toward the center to allow drainage. —é?42" BIBLIOGRAPHY Each selected bibliography has been assigned a number. This number where found in the thesis refers to the work mentioned herein. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. Parking Manual..........American Automobile Association Parking............Smith & LeCraw........Eno Foundation The Traffic Design of Parking Garages......E. R. Ricker An Economic Study of Interior Block Parking Facilities ..............Charles S. LeCraw The Legal Responsibilities of Traffic Agencies ...................C. H. Belser Zoning Applied to Parking................LeCraw & Smith The Prohibition of Curb Parking..........LeCraw & Smith Influence of Parking on Accidents..........Wilbur Smith Simplified Design of Concrete Floor Systems .....Portland Cement Association Reinforced -Concrete Construction..................Hool Reinforced Concrete Structures..................Peabody Determining Parking Requirements by Study of Parking Habits...Hitchcock & Willier..Highway Research Board'44 Reinforced Concrete Design...........Sutherland & Reese Act V - Uniform Act Regulating Traffic on Highway ......U.S. Goe't Printing Office '45 Articles XIII & XIV - Model Traffic Ordinance ......U.S. Gov‘t Printing Office '46 ..é?gg._ ENO FOUNDATION FOR HIGHWAY TRAFFIC CONTROL, INC. SAUGATUCK, CONNECTICUT Founded by William Phelps Eno in I921 President: Robert C. F. Goetz, CcI. U. S. A. Ret. Affiliated with Yale University Westport 2-4852 November 1, l9h8 Mr. B.J.Snell Civil Engineering Department Michigan State College East Lansing, Michigan Dear Hr. Snell: In view of your request of October 26, I am.sending you a number of our publications. Included is a COpy of the October 19h8 TRAFFIC QUARTERLY which contains an article on.BILLBOARDS AND ZONING. This article was prepared from.a thesis by the author, Mr. Thompson. I should be interested in seeing your thesis with the idea in mind of publishing it in a later edition of the TRAFFIC QUARTERLY if you feel that you would like to have it published. You do not say when you expect your Master's 1Degree, but I assume at the end of the present college year. If the thesis lends itself to an article of this type, I'd be very much interested in seeing a COpy of it. Thanking you for your kindness, I remain, ROBERT C.F.GOETZ Colonel, U.S.A.Ret. President //' RCFG:CKM A NON-PROFIT ORGANIZATION DEVOTED TO TRAFFIC IMPROVEMENT Gliig nf Qllefielanh DEPARTNflflfFCHIPUBLKISAFETY 230 CITY HALL CLEVELAND I4. OHIO DIVISION! OF WILLIAM F. SMITH POLICE DIRECTOR FIRE 8 IL D I N G S ALVIN J. Sun-cum. W _ , U AOIIITANT plnzc'ron 1‘. CV ember 1 1t h , 1 94:8 Mr. B. J. Shell Civil Engimaering Department Richigan State College East Lansing, Michigan Dear Sir: The shortage of parking Spaces near where persons want to go not only causes personal inconvenience and loss of business but greatly adds to our traffic movanent problem. The shortage of spaces reSIlts in an undue amount of cruising which adds to the traffic volume on the streets. Sec-hon In the high activitonf our central business district there are about 4700 parkirg lot spaces, 5000 parking garage Spaces and 1000 curb parking spaces. It is our opinion that an additional 2000 spaces are necessary in this section to reasonably satisfy the demand with- out causing too great a loss to the existing parking operators. We have sugvested the erection of five garages at the lowest possible cost located in high demand areas to distribute the traffic load as widely as possible. To accommodate long time parkers we have provided a parking lot adja- _, _ k ‘ _,,‘ an «orth , f_ “’ p, _. Cfllt to a freeway,some OlstanceAfrom the central diatrict. lhls large lot accommodating about 1500 cars has loop buses and attracts many drivers who wowid ordinarilv conrest the downtown streets. Two . ' _ . "’ " , , andfovf Similar long time parking lots have been proposed Just OdtSldeAO the business district. There are two privately Operated lots of the same type in the easterly directidi. To satisfy the need for parking spaces in secondary busimess districts which are generally ribbon street developments, we have pronosed alleys behind the street frontages which w0uld incorporate 90° angle parking. In addition we are requesting the merchants to acquire additional off street parking lot spaces. ‘He refer you to the following publications for additional information: The Traffic Design of Parking Garages by Edmund R. Rickmzenoraundahou. Parking Manual by Traffic Engineering & Safety Dept., American Automobile Association Parking by Wilbur S. Smith and Charles S. LeCraw of The Eno Foundation for highway Traffic Control, Inc., Saugatuck,Conn. Verv trulv vours, O V—LJ:I\IO CITY AND COUNTY OF SAN FRANCISCO DEPARTMENT OF PUBLIC WORKS IURIAU OF ENGINEERING Aoouss ALL couuumcs'nous 70 ms nu yous ntI-Lv. urn To rILs: CITY ENGINEER soon ”I CI" HALL October 25, 19u8 Parking Problems San Francisco Hr. Bo Jo 3110].]. Civil Engineering Department Michigan State College East Lansing, Michigan Dear Sir: San Francisco, like practically all major cities, has a major parking problem and I would hesitate to say that we have arrived at any definite solution. For your information I am enclosing a pamphlet which describes the Union Square Garage, which has been in operation for s number of years and has been very successful from a financial standpoint. I am also enclosing a. quotation from a general ro- port prepared in.March 19h7. on the subject "Traffic, Transit and Thoroughfare Improvements for San Francisco.” The material quoted contains a summary of the recommenda- tions which were made at that time with reference to Off- Streot parking. Very truly yours , Ralph G. Wadsworth City Engineer Enos. 10-25-u8 Raw EXTRACTS FROM REPORT ON TRAFFIC, TRANSIT.AND THOROUGHFARE IMPROVEMENTS FOR SAN FRANCISCO “Wit-M Summary of Ofbetreet Parking Recommendations 1. That local transit facilities be improved and extended so as to reduce the amount of space required for all-day parking of vorke rs ' automob ile s . 2. That curb parking space be so regulated as to provide for the maximum of short-time customer-client-visitor uses consistent with the requirements of‘moving traffic. 3. That in all future building construction,tippropriate provision for off-street parking should be mandatory. h. That the construction of parking garages by private capital .should be encouraged, particularly by the use of public powers to make suitable sites available. 5. That bonds be issued in the amount of $5,000,000 for the purpose of acquiring land to be used for parking facilities. 6. That the constructionmof underground facilities beneath certain public parks be approved, and that other unused public property be made available for parking, where appropriate. 7. That the proposal for an elevated terminal parking loop, as outlined, be studied and actively forwarded to a point where action can be taken. 8. That new State legislation be sought to enable the City to establish a Municipal Parking Authority, with power to regulate all off-street parking, to acquire and operate or contract for the opera- tion of parking facilities. 9. That sites be purchased from the proceeds of the bond issue subject to approval in each.case by the Planning Commission as to conformity with the Master Plan. ****J-vw **~:*** Prgposal for an Elevated Parking Terminal Loop Preliminary studies have been.made as to the possibility of develop- ing a multiple-purpose project to utilize the space between.Minna and Natoma Streets, along the southerly edge of the Central Business Dis- trict. The basic idea underlying this proposal is to provide access to and through the area by an elevated structure, connected at the west end to the BayShore Freeway and at the east end to the Bay Bridge. 0n.ad- Jacent property, a continuous series of multi-story garage structures with an eventual capacity for upwards of 20,000 vehicles could then be constructed by private capital. Automobiles entering or leaving the ‘5 """7e . ”L f“ A E: a' yr \r -.' P- a . LJ- 84o‘r my {5 a o LIJ 3300' “To V141: ‘ I ~ro —. . - U , -...al. 9? BL'LC ‘97‘ f‘,‘ JL‘II.-I ...‘ It -I .. ... fvff‘. ~_V\.r ‘ v-3 :7. 91 h f:- c v 3': at" ~13: '3L-Iin .9 J 30318. ' :3 ' -r L; :‘30 H V ' ...: n. '1. 4’ \‘ -"oqluvq [e- ‘-' V.~r "; . ' - F" ‘1».“ .‘ -’ l ..-’ . a... .... .-. I ..., a .. ... a. a... .1. nL u v. .153 C ... .. n. v. ... .... . . 3 H. .... . s .4 my I“ .3 .-.... o- e .... e 3 0......11 .3... g 7. 1:5,. ....-. 2.. "A. f .. .. .1... .H.“ u. .. .9... 4331 A“ .m u A... a ...V .M e. . PIA r. <5. ”I“ .... n... ..-.“ a. [.1 a. . ”n B .. ....“ u .. 3 L a «a ...l. 3 er m. 2 mi...“ ml... n. v.1... 3 mi N... n... B .... ... ..... a. J i. n... ....“ n.“ ..H r“ 3 4h E. .3 C a. n R .. Ti .... O ....n 41.3%.. o... o 9...... 9 .3 a... u... w... ....n ... .... x o- H... 5 V 3 ... n ....n N. .1 ... w. 3.. 1. w. ..L. .... ... J ... .._.... . .... :0 I .J ._.._ 3 y... a... .3 ...n O 3 E 6 d a. e r. 3 ...H. 8 a x; C. D .1 a S .J a. ... .i e 3 .L .._.. ...... .... . ... I ... m. .... 3 w. 3 1 ~. I 3 .3 3 z... .L ..S .1 r... .7 H n U B p. 3 ”Lu. a-.. .. ..u N. .... 3,. .-. v- ...... e n. ... .... a . 0 n n r..." p. :1... e B u. II ...». ...... a 0 x... .... ..., .. b .... e .... ...... I ...... r... e a ... 9 c d n, 7..-.“ ... u .. .... J. ... ... 0 T. .... .... o J l l m L ...e .-l 5 ...... .. u.-. 3 {u .5 .u T -r n... f. .... .... J. 0 Sr. 0.1 e C.8 3.. ,r.. w n. 8 K a. as .... fl .... .u ..U .... .... u w-.. a. L 0 E p. B O 9. ~.. 3 .c 3.... _ n. n ".... o. .- 0 e w... a ... 7. .... ..J. .n. L. ..L. .1 O .u . (H .L .d .. _ 7.. .... .. i ...L. ...... a... F ... a. L... 8 ...... L a. 0 3:? ..h ...... U n... n... e R. .01 ”4.. U B ... a .... .... o ..r. +...3 . n.z o.;.u s..n_e G.l .4 asxr. unmauo.i ...: 4.. a... n. e L .. is ... ...... a 6 H a. c: 0......“ B. a... .... n. 0.; e. .._.. B n. .... ... H... .L .. O U. .... 1.. ., D e r-.. .... I U. H .J U. .u .P. J. .1... ....c 3 7. u m... .. ...... 0 2 B 3 3 ... .... r.— 8 .1. Jr; .... 3 o a. ...... 8 h .... . .u a...“ e a... C .3 u. t. d .J .. 3 J C .J O B .. .... 9 u. .1. n“ ..h .... a. v. .r. .. . E e. S .... .... .... ..I H ..i a. J an 3 .4. 9 ..J V. v... .. . i dps .usgi an O..1 can anns+i .36 b :sqa.u rid”- a ... ....n n ... I U m t .... n..-" I u... o e ... ~ .. e U. s e x .... s .... .... Q .3 B .... a .. B 3 ...“ n... a 8 ..J .... d O ... 2 J ..n ...... I z 1 .I .0 F. S O B c 3 .3 .... ... . .n... n... a. S ..L B ... ...-.. O a; q. 3 L r. u... ,. i F. .I h .u .. .J. ...... I 3.. ...; 7 3 O a... .d U Q .T. «i ...... L U no .3 r.» .L .i 3 u... n. n... 3 .. ...r. e n 1. 91...... B 8 l... B .... i r... . .d ..I .... ...... 8 x n e N. ....“ ... .. n .3 .J ...... a .... r... .... Had B 3. C O -M .3 5 ..L. o A O a. ..n .9 .0 ...u ..r. .w 3 U o w. e .. a. n. .. .4 .... ......f. .... s m V. ; ...... d e r. s 3 . .... .1 e .4. r. B e ... e .v T. 3 J C 7. .u. . G O ...L ...... .-. ... N... u o .... .n .-. I m .... .. 3 a n .... ... ... . m“. n .... e ..-i .... e a B 3 C i «J B 4.. .I 2 O r... ....n .. .... n... VT... .... 5 .. u :.u ..u 3 w U.O.a a.n n.3hu sin a u, de A“ e a.n4. .3 .. .. .... .... ... C. b 3.. H... U1 u ..._ .r. 3 ..l R S a n. w. ... ”.-.. in. ...“ ...... m- ......3 ....u 0.1 -.. .._.. ...x r i an. E. 3 n: 3 ..g Q .J o... 3 .... 3 a ...... ..J .. I...” V. .... w. H .... ...... 6 .1 .. T .J a... 0 n. .0. .3 ..H. .-.. C n... .... ..-. U. 9 u .3 e. B O .....u ... ......” 3 O ...i a...” a... .... 4... w; 3 .L n: ...... n. r; .3 r. ”x r... B 5 .... O a m at. ..l H... ...... ...I .n. . .L ... ... .... 3 m... 5 8 3 ..w . 2 3 O 4... d. j R. .l o . e ... ...... n .... H... 2 3.: i e o ... L... .... J. r... r... J a. .... .n .... .-. O .. m... 3 .r... 4. U .21m ..w 4... ...... 3 w. ..J a. S t O .....m .L ..u .. 8 J a... .. .... 8 .. a .... .... 3 E 3 .3 ......x... ...... .....r. I a. . r... ... ... .... .r; ..h u to . L 9 a v. 0 r... 1 .f L .... n o 8 3 a s I a C a r r. .L ; \o . Cf J .8 A \J "t 2* ‘J (I CY Q 7. J» i q :3 I 's 9 Q l 00 D V (*1- ‘J‘ u L :5 ... w. ...... . _ .._.. 3 n... .... d. C .... a J O 3 O a K .n s .. L 9 a. {N n a a... ..U -..J a... w... ...... ...u H N4. a... flu H T.» ..u z-.. ... . r. o I .... .L .3 ...n ..r. 3 a .3 p .4 I ... N. .v.,.. ptw MA. of» H...“ “4.. v . er... rv “.3 fl» 1.. ..-.. _. “J B \ . AU n H. a...“ ....H e; ..I ...: ...... m ...J .J 4.... «.....v a .... 3 ..u .3 V... a... .. \u R. .u n .H. I.” .. .._L ._.. .-.. w-.. 6 I Q. at ... .... ... ... .l ...... n w. .1 a 3 a. w. ...... . 2,. ... ~ .. 3 .... a. n. C. .h I 6 C ...... O .. a. ...... ..., q. ... n5 C (J ... .4 C Q 4.”. ..."... ..L. O u. . n... ... .3. .... p-.. C. r W .-.. ..F. we. 6.. w. w . (... .r. 3 .r. n .. l .3 .5 O n... ”L o. u .~ AU flu 0.. e r . +4 Ow O .J e-.. 5 m .. .uw ...S U... D: ..u ...-.. .L 3 r. .J ... .H E. H. V ”....” V.” ...... .3 r... .3 .i -. w .... E ...-u. ...... a. R. Q .1. 9 U L c-_ ..c ..d e ... ..L .... .1 . rl .1. ... V... 8 c e . O H 8 B O u... a J «L .. O ...; r1 3 O 3 ..J ....n 1 a .... .. a ... .... a ... .. .. o .... ... ..... L .4.” .U {A a” Wu. I ..., .\ Q3 U u . .\ Juu .... u .. r. n; ..(. .3 .. 3...“ L ... n. .... .. .... . ..L w...“ v .... a. 7 j 8 ,. ... . 5 F... ....u . L S a. Traffic,Transit and Thoroughfare Improvements for San Francisco - 2 Prpppsal for an Elevated Parking Terminal Loop Cont'd upper floors would pass directly from or to the elevated loop, thus reaching the two major highways without using the City streets. The structure would also serve to provide additional outlets to the downrtown.area, and as a loop terminal route for an extended system of inter-urban bus lines. It might also provide space for other terminal purposes, such as a future central airlines terminal and various bus depots. It would bring users of the parking facilities close to Market Street. fun r. n: r... .- rt . ._4.~ .. _ n. 0 ..“fl *— ...-._- " 'I T": ruu| '3 I 2 .."r 4-. '- ‘~ r'; ‘--'- .-. 3v C JJ v ‘J v 9 ‘1 u ..I'J- A4.--OIIJ N.‘ 1: - n , ‘ r..- r', vLJ-J-A) 43 :z \ L A \"V ‘ . ‘3 VJ .5 d i”( I ‘ - J..- ‘s-L - V . _.-.~ . A I"!.'- ’_,),- ‘14..4~IJ O " I.) Pf J .5 .' .2 .. .11 a '3 Ca ..V W." .K“J.g L- O .4 ‘J \x. _‘ ( hf“ .A ("a .v THE CITY OF SEATTLE DEPARTMENT OF ENGINEERING R. W. FINKE. CITY ENGINEER MEMBER. BOARD OF PUBLIC WORK. IN Re: October 26, 1948 Mr. B. J. Shell Civil Engineering Department Michigan State College East Lansing, Michigan Dear Sir: We have your request of October 19th for information and data concerning automobile parking problems and their possible solution in this City. Under separate cover, we mailing to you a copy of the study made of Seattle's parking problem: ”A Look into Seattle's Parking Needs." Yours very truly, R. W. FINKE City Engineer Q». By/5 g/ L . w. A. 011mg- “Traffic Engineer BOARD OF SAFETY IVer :2. Jo Shell Civil Eng:‘ Nichigan Oily of Buffalo NEW YORK October 29, neering Depart ent State College East Lansing, Michigan Dear Mr. Shell: I'm very parking problems. assemble some of is going Locally, we are no tangible evidence problem — I might sugges t tiat Pittsourg, Engineer, for their Bureau of Highway' Sorry we can't be more helpful but time permit. If}: 0 : m S the local fact and on nationally on this happy to h just at the Pennsylvania; Henry/ Traffi C yin; ( /, / OE SAFETY 1N0 1' / I, 1948 in the analysis stage of our moment. you write to Don McNeill, the Toledo Planning Commission recent parking study; and Theodore Matson at the Yale Traffic for a bibliography on this 'VEZly yours Venygr shorne dyisor / subject. just won't ear that you are studying automobile I only wish that we could take the time to 3ive you an idea of wr at subject out tine does not permit. m 11-46 0445 Nes CHICAGO STREET Enwann J. KELLY, Mayor Leslie J. Sorenson, Chairman John C. Prendergast, Commissioner Department at Police Virgil E. Gunlock, Commissioner Department 0: Subway: and Superhighway! Barnet Hades, Corporation Counsel Department of Law Lloyd M. Johnson, Comissioner Department of Streets and Electricity Ceoge D. Kells, Charman' ommittee on Me and Public Safety H. Evert Kincaid, Executive Director Chicago Plan Commission Edward S. Shefler, Chief Justice Municipal Court Edward J. German, Commissioner Public Vehicle License GEORGE W. Fume Director of Publicity Lms E. Russsu. Trafic Engineer FF IC COMMISSION CIITTY' IIAiL.L CHICAGO October 26, 19t8 mr. B. J. Shell Civil Engineering Department Michigan State College East Lansing, Michigan Dear Mr. Shell: With reference to your letter of October 19th with reference to information concerning automobile parking problems in our City, we wish to advise that a compre- hensive study on the parking situation has been made by an engineering firm.employed by the Chicago.Association of Commerce and Industry and the State Street Council. The report has not been released as yet, but if you will write to the Chicago Association of Commerce and Industry,they might .be able to give you some of the information contained in the study. very truly yours, . ' //M E. Owens Secretary to Mr. Sorenson U. F. 40 I?()IJI(3EI I)ISIEALRKPD[]3PVTT CITY OF NEW YORK NEW YORK 13, N. I. October 25, 1948. tr. 3.3. Shell, Civil Engineering Department, Michigan State College, East Lansing,‘Michigan. Dear Sir: Police Commissioner Arthur W. Wellander directs me to acknowledge the receipt of your comp munication of recent date, and to inform you that, due to exigencies of the service, requests such as yours are being disapproved at this time. Regretting that we have not a more favorable reply to give you, I am, Very truly yours, . Mary 3. Kennedy, Acting Secretary to Police Commissioner. fl .‘1s ‘—