monorail part 3 design operation

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ON

MONORAIL ~YSTEM DESIGN

EST!Y~TES OF CONSTRUCTION COSTS

AND OF OPERATING EXPENSES

D e c emb ~ .3 . 7[ 5

GIBBS & H!LL~ 7.NCo

ENG!~ERS-~ CONSTRUCTORS

NEW YO~tK -o LOS ANGE~S



GIBBS ~ HILL, i~c.

CONSULTING ]~NGINEERS

DESIGNERS o CONSTRUCTORS

510 WEST SIXTH STREET

LOS ANGELES 14, CAL.

PENNSYLVANIA STATION

NEW YORK I, N. Y.

December 31, 1953

Coverdale & Colpitts

120 Wall Street

New York 5, New York

Gentlemen:

Transmitted herewith is our report on prelimin-~y design as requiredfor estimating purposes, estimates of construction cost and of maintenance and

operating expenses of a monorail rapid-transit installation over both the longer

and shorter routes in Los Angeles specified by you.

Attention is called to the fact that unit costs of operation and maln-

tenance are favorable due to the high intensity of use resulting from the sched-

ules proposed. High scheduled speed comblnedwith dense train service over a

long main llne run results in low costs per train mile and per track mile. The

figures given in the report have been derived from the records of similar and

successful rapid transit operation adjusted for inherent differences in the two

services.

While some structural modifications should be considered in case finaldesign is undertaken the first cost figures based upon the preliminary design

are adequate for the present economic study.

A few of the preliminary drawings have been included in the report for

illustrative purposes and to indicate the care with which the estimates were

prepared. The entire file of drawings is available to you at any time you wlsh.

We wish to express our appreciation of the wholehearted cooperation

received from all members of your staff and the officials of the Metropolitan

Transit Authority.

Very truly yours,

GIBBS & HILL, Inc.

~J.B. Saxe

Vice President and

Chief Engineer



TABLE OF CONTENTS

(Continued)

Page No-

8

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12

13

15

17

18

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-1 -

SCOPE

Under a contract consummated pril 15, 1953 Gibbs & Hill, Inco has

prepared the following stimates f ~ Monorail installation o provide mass

rapid tr~usit in Los Angeles~ California:

Th2 estimated ost of construction f a Monorail line along

route location furnished y Coverdale Colpitts;

~Ae estimated ost of equipment nd appurtenances, tations,

shops and inspection facilities~ ~ds, power supply, power

tre~usmission ~ distribution ystem~ signals and cars;

The estimated ost of maintaining nd operating the system

based on desired overall speeds~ frequency f service and

passenger loads from information urnished y Coverdale &Colpitt~.

~K~e study required has developed he following irst Cost and Annual

M~’~in~en~m.cend Operating ost figomes:

1. For full length of line, Panorama to

Long Beach:

Estimated First Cost of Lineb. Estima~i~:d irst Cost of Equipment~ tc.

c. Contingency

do Estimated Arm.~l Cost of Maintenance~nd Operation nvolving 3,750~000

cs~r miles/ye~

$82,904,17544~262~29.0

lO~O00,O00

8~021,000

For the shorter line, North Hollywood to

Compton:

ao Estimated First Cost of Line

b. Estimated First Cost of Equipment, etco

c. Contingency

d. Estimated Annual Cost of M~intenanceand Operation involving 7,540,000

car miles/year

65~146,855

36,170;677

lO,O00,O00



-2.-

IERODUCTION

Monorail rapid transit ~as devised as a promising answer to the need~

evident in many co~nunities, f providing ~ss rapid transit in face of exi~t~

ing s~face~.traffic ongestion nd of~the high costs of alternate orms of rapid

transit, notably the sub~ay~ In most instances, high speed movement of true

mass~trausportation ehicles on the surface is impossible ecause of interfer-

ence from other traffic using the same arteries. The cost usually involved for

suitable private rights-of-way n the surface ~ould be prohibitive. A sub,y,

of co°~rse, rovides he private right-of-way nd eliminates he hind~/ance f

movement from competing traffic. It is, therefore, an admirable solution in

all respects, except that of cost. Very fe~, if any communities ~n support

this burden even when the population served is very dense and riding r~latively

~Auiform hroughout large part of the day°

~Vnen both surface and sub-surface olutions re t~aavailable, he only

resort is to go above the surface. In the past this ha~ involved the ~’elevated

an air~less~ ight-less~ ear-tunnel ver a street cluttered y two or more rov~

of ~pporting structures and. surrounded by a din of noise. The elevated did

~rovide the desired private right-of-way nd as a form of transport~:~ion o~od

be satisfactory~ ts cost was, relative to the subway, a step in the right

direction.

Starting from the elevated, the ~roBlem is to strip a~y it~ ob~ection

able features and improve its better ones with the aid of modern t~chni~sA ro-

greSSo Monorail is the resulting auswer.

The more or less conventional oadbed of the elevated, t~ ties, and

rails~ are reduced to a single longitudinal upporting member of strength and

stiffness adequate to support the equipment, and within this limitation, f



the smalles~ dimensions possible° ~is member, being placed above the

the normal clearance above the ground surface is increased ten or t~elve feet°

Thi~ rela~tion~hip in comblna~ion w~.th the small a~ount of light cut off~ even

by ~ "tvo track~ line~ restores the space belo~ it to the out-of~doors

incre~eing appreciably the usual street noise° Both the ~ingle a~d double

tra~k arrangements of members require only a single ro~ of col~amns presenting

~ limited ~urface obstruction° In fact, ~hatever obstruction is ~_uvoZ~ved

becomes almost negligible when columns ~re placed in the center divi~±on pro-

~ded In ~ost import~%ut r~e~ highways o

GENERAL DES~IFITON OF LOS ANGELES PROJECT

The route for which cost studies have been prepared extende approx~

imately 45 miles from a terminal station at the north end of Vsz Nt%F~ Boulevard

r~r Roscoe Boulev~rd to a ~imilar station at the southern end on Ameri.~:ar~

Boulevard at Broadway in Long Beach° Short turn~aro~.hnd~ loop facilities extend

beyond bcth te~ina~ st~tior~so ~%e entire operation is above ground except

for ~% short tu~uel, slightly over two miles in length, under Hill Street in

do~to~n Los Angeles. T~arn~around facilities are also provided a~ either end

of the t~&~uel ~ection~ and adjacer~t to North Holl~ood and Compton.

Along V~n N’~ys Bouievard~ the structures occupy the center of the

~Ide thoroug~hfare~ from "~hich a turn is made onto private right-of-%r~y in the

center of Chandler Bo~f£evardo Leaving the latter bouleva~d, the line run~ 6iong

Vineland Aven2 to a second section of private right-of-~y in the center of

C~huenga Pass Fr_ee~ayo It leaves this right-of-way at a point ~ere freely

construction interferes and passes via Highland Avenue to Sunset Boulevard°

Locs, ted along th~ previous two track street car route, the line follows Sunset

Boule-~srd to the vicinity of the old Hill Street intersection° At thi~ point



the route swings across the Hollywood Freeway and into a tunnel extending under

Hill Street to Washington Boulevard° Thence it cuts across to Broadway, run-

ning eventua&ly into Main Street which is followed until the route turns onto

Florence Avenue, across which it runs east to Pacific Boulevard~ Running south

on this thoroughfare, the line moves over to Long Beach Boulevard, which togethe

with American Avenue provides the route into Long Beach.

STRUC~JRES

The structure is~ in general, supported by a single row of columus

located in the center of private right-of-way where available or alternately in

the middle of streets° Each column, resting on a concrete foundation adequate

to ~thstand the overturning moments imposed upon it, terminates at the upper

end in a transverse double bracket member, supporting two longitudinal girders.

Each longitudinal girder, provided with expansion joints at suitable intervals~

forms a continuous rail support from one end of the line to the other.

A single running rail, for the form of monorail used as the basis for

cost estimates, is fastened on top of the longitudinal girder~ resting upon a

resilient~ sound-deadeningmaterial~ At expansion joints in the-supporting

girder~ mitre-joints in the rail are provided to preserve a smooth-rur~uing

s~rface~ free of usual rail-joint clicking. When actual design is undertaken

certain alternate forms of construction should be examined. One of these,

constituting a change in physical form~ is to arrange the trucks and. supporting

girders so that the truck runs inside the girder, possibly on pneumatic tires.

While this arrangement would probably increase the cost of supporting struc-

tures and girders approximately 15 per cent, it presents offsetting advantages

in cost of subway installation and more convenient switching. Further investi-

gation of the feasibility and economy of pre-stressed concrete structures is



also ~arranted o

Each of the two trucks supporting each car is provided with two

double-flanged wheels. All propulsion motors and equipment are mounted in the

trucks, ~ich ride above the running rail surface ~ The car body runs below the

supporting girder and is supported by a hanger-arm from each truck in such a

way that the center of gravity of the unit of rolling stock is directly below

the rail.

Side clearances are provided to permit sway of the car body in pass~,ng

around curves or due to transverse wind-loading. In the former c~se~ the car

assumes a position of equilibrium between centrifugal and gravitational forces

leading to the easiest passage around curves and to greater passenger comfort.

The maximum sway provided for, results from the extreme condition of a steady

transverse wind loading on the side of the car equivalent to a sustained wind

velocity of 70 miles per hour. Under this condition, the displacement of the

car is 12° 40’ from the vertical. Speed restrictions on curves are established,

and enforced by automatic speed control~ to keep the sway on cu_~ves within this

same limit of displacement.

All parts of the structure are designed to withstand earthquake shock

of an acceleration equal to 0o2g, or 20 per cent of the rate of acceleration due

to gravity.

Due to the presence of the hanger arms between trucks and car bodies,

track switches necessarily differ from conventional rail-line switches. For

straight-t~hrough movement space between the tangent girder and that for the

turn-off, must be provided for passage of the hanger arms. This is very simply

accomplished by arranging a length of the girder support as a 180 degree rotat-

ing block turning around a longitudinal axis° In one position it places a



tangent rail in alignment ~ith adjacent stralght~through rail~o When rotated

over~ a curved rall on the opposite surface matches vith one adjacent tangent

rail and ~ith the curved tarnout rail, so bridging the gap between stationary

~upporting m~mberso Movement is provided by dual motor driving mechanisms~ so

a~owing for remote control analogou~ to conventional s~itch machines.

The vertical dimensions of the supporting structure provide 16 feet

clear between the bottom of cars stud the surface of ~treets or ground below°

The under ~urface of the supporting girders ~re approximately ten and a half

feet above the 16 foot clearance line or slightly over ~6 feet ~bove a road

~urf~ceo Be~,ng at such height and of relatively ~mall dimens±ons~ the girders

car~ot approach the effect of a nearly solid roadbed at a ~ixteen foot clear

height in obstructing air and light above the ~treet and in reflecting traffic

noi~es~ nor do they come nearly as alose to structures on ~utting propert~o

A number of varying station arrangement~ are possible~ some of them

making use of property adjacent to the street~ Such solutions are~ ho~ever~

speci~l c~ses~ generally applicable in only a few locations~ Since the line

runs in general down the center of a street or private right~of~ay~ the lea~t

complication is involved by placing the stations in the same locat±on~

Each station must provide space for a change booth~ turn~tiles a~ud

other general facilities, with convenient access to and from the street level

and the train platform. In the case of ten stations~ the latter i~ placed

between the iobound and outbound routes by somewhat spreading ’the space between

~upporting girder~. The fare collecting facilities are placed below the plat-

fo~ level as this arrangement avoids restricting space for free passenger

movement on the platform and permits access to the platfor~ by ~tair~ays lead-

Ing outward toward the ends of the platform so resulting in convenient



-7

passenger distribution° Tais mezzanine level can be s~pported on the same row

of columns as the main structure~ by increasing the usual girder heighz suf-

ficiently to preserve the standard 16 foot clearance from the mezzanine tc the

street°

It appears undesirable to provide access to the mezzanine level from

the center of the street due to the traffic hazard of concentrating pedestrian

travel to and fro~ sidewalks in the vicinity of stations° Instead~ foot-bridge

across the street at both ends of the mezzanine level and fo~ st~ir~,ys to

sidewalk level are provided. T~o of these stairways are equipped ~dth ~oving

stairs°

It is considered that both the profile ~ud downto~ traffic conditions

under which even a single row of supporting columns would be undesir~ole~ indi~

care a ttu~uei under approximately two miles of Hill Street o This t~une! sectio

includes two stations, one serving the Civic Center and one at Seventh Street.

In these stations passenger platforms are provided outside the two-track area

in order to facilitate convenient stairways to the surface without forcing the

construction deeper into the ~o’aud as would be required by a mezzo.nine lev~lo

Adjacent to all except downtown stations, parking lot facilities are

provided for the convenience of patrons using their o~m cars~ rather than feede

buses or walking to re~ch the station°

Storage yards and shops for inspection and mainter.ance are provided

at t~o locations~ on the northern end just off Chandler Bo~~l.evard near Woodman

Avenue and on the southern end just off Long Beach Boulevard between Compton

Boulevard and San Antonio Drive~ For the 45 mile installation each storage yar

has ten tracks each capable of storing lO cars° Three additional track~ of

thirteen car capacity are provided for car cleaning and light inspection~ All



of the~e tracks are at a lower height than on the main line so providing

acce~ to car interiors from gro~md level° Each yard is provided vith an

~atic c~z° ~na~her through which cars will pass between cleaning and light inspec

t±on tracks a~.~d the storage area° F~~i~~the shorter insta/~lation~ etween North

Hollywood and Compton the n°~nber of storage tracks and yard capacity ~re reduced

in proportion to the number of cars required°

Both ~i.n~peotion and maintenance shops are provided with covered track

long enough for three car trains° The southern shop~ designated to handle per~

iodlc and heavy repairs ha~ two tracks for such york and two more for he~j

in~ectlon ~nd iubr~cationo These two tracks can ~Iso be ~ed for heavy repairs

if required° The northern shop is designed with two tracks for hea~J ir~.spectio

and one for lig~t repairs° Both shops have office and repair shop areas for

brake~ drive~ and control equipment repairs and for motor overhatL[ if this latt

work is no~ handled on a contract basi~ by an outside service shop°

Entrance Zo and departure from the yards is provided to or from both

in~,o-~nd and outbound directions on the lineo Track facilities required for this

fe~.ture may ai~o be used for turning ~rains short of the te~-nni~l stations when

riding does not justify the full run°

CAR EQL~PMKNTS

T~e cars are to be lightweight, double truck units, approximately

50 feet long and seating approximatel~ 6~ persons depending on the arrangement

of seats finally adopted° The body, of semi-monocoque construction will have

t~o l~rge sliding doors on each side, near the quarterpoints of the car~ to

facilitate rapid loading and uuloadingo Inter-communicating doors for emer~

gency use are provided in the ends of the Caro~. All cars are identical except



~;hat a propcrzion f the %oral n’c~her; o be used as lead car~ will have

~tre~i~d no~e and be equlp~d with a control po~itlon for train o~ration

eqalpped ~t~h a m~Ifled control sta~<l,ou for ~ndli~ lu y~rd~ aud

to ~ke up tralus~

~alns ¢onslsti~ of cue lead c~ and one to se~n traili~ units

can he operated ~ If consistent with estates of ridi~ semi-~r~neu~

¢oupli~ of car~ in pairs Is advantageous

Each of the two t~ per car ~ have two 30-1nch double-fla~ed

Waeel~ mediated ~i~ly cu each of the two a~e~ ~ ~e a~es will al~o c~r~ a

right a~le ge~ box and a disc t~e brake and ~i! nn in ro~r beari~

sup~or%~ the llghZwelght ~lded t~ck fr~e~

~[ach t~ick fr~e will carr~ two propulsion motor a~embl~es~

threug~ ~ubl~ uni%~r~al joln~ propeller ~hafts~ brake and control eqaip~nt

an~ c’~rrent co~ectlon devices ~ No proval~iou po~r circuits or appara~ are

located in the car body lu the Interest of ~i~%alui~ s~plIc!ty ~ud to avoid

an~[ i~czea~e In vertical d~neions which w~ld In t~n require prcpor~io~tel~

hlgh~r supporti~ ~t~tc~es t~oughout the insta~tlon~

Each of the fo~ propulsion motor a~emblies per c~ cou~i~t~ of a

100 horsepo~r tk~ee phas~ ~%er~ting current squirrel-cage induction t~e

motor~ ~o which Is rigi~ bol~d a h~aullc torque-conver~r. Tai~ combi~-

tlou pe~It~ the inductlou motor to come up to spee~ ~ rapidly because

the converter d~s not exert its ~~ ~ag on the motor until the ~t~r

reachee a ~p~ed within It~ desirable o~rati~ ra~e, approx~ly 87.5 per

cent of ~c~onous epeed and ~iI abo~ the ~olnt of breakdo~ torqae. ~e

net result of the c~blned c~ac~rlstlcs Is to provide an e~remel~ smooth~



- l0 -

h~h rate of acceleration in vehicle spe~d practicallyup to -¢ehicle balancing

speed° It p~rmits use of the very rugged squirrel-cage type of motor and

complete elimination of alternating~to direct-current roadside conversion

equipment and its corresponding investment.

The motor winding is arranged for full and half speed connections by

means of a cam type group switch, ~hich together with amain switch constitutes

all th~ control equipment required. The h~lf speed connection is used only for

r~&uced speed running. Normal accelerations are made in the single high spe~d

connection~ thus eliminating "transitions" during acceleration. Because the

lo~er~ half-speed~ shaft inpu~ speed to the converter also reduces the latter’s

torqu~ ~altiplication f~ctor, the resulting acceleration is also suitable for

yard and s~tchingmoveme.ntSo

Reverse movement~ also at a reduced rate of acceleration~ is obtained

~ithout g~r~ by reversal of the driving motor direction of rotation°

POWER SUPPLY SYSTEM

Three-phase, 60-cycle~ alternating currez~t at 2300 volts is delivered

to th~ ca:~os by using a dual -~ire contact system and the running rail as th~

three pF~se conductors. Energy is supplied this distribution system from

siml~, s’~tio~Bry transformer unit-substations located in parking lots ~djac~nt

to pa.ssCz~ger stations. To insure continuity of supply, each substation is fed

over t~o independent supply lines by the utility in whose area the substation

is locatsdo The substation itself is provided with t~o step-down transformers.

in c~se of outage of a supply l~ue or a transformer, the remaining ~ult, ~ith



- 12 -

application is involved; on curves of moderate radius.~ power is cut off and

br~king initiated° In the case of sharp curves, such as exist on terminal loops,

the motor control will be prevented from operating the motors in any but the

lo~ger speed connection, supplementary to braking action if required°

It is considered that the signal and speed control system provides

ma~xim°~n safety of operation, especially as it requires only features already

proven in act~! service°

SC~.~fl~Di~ ERFORMANCE

T~e car equipments ~ii have a scheduled speed~ that is overall averag

speed including stop time at sixteen intermediate stations and reduced speed

operation on severe curves, of 41 miles per hour. The running time frGm terminal

to terminal over the 45 mile route is 66 minutes. The sched~ied speed depends

pri~.cipa!ly on the rates of acceleration and braking, which are the maximo~ con~

sistent ~’ith available adhesion at the rail, and passenger comfort; ~ud on the

bal~ucing~ or free-running speed, in this case, 60 miles per hour° With sts~tion

stops averaging 2.8 miles apart, a substantially higher balancing speed wo~ll.d be

.less economica& as it would barely be attained before braking for the nex#~ stati

stop -~ould coumenceo ~ lower balancing speed would probably be an adverse

psy~d~olcglcal factor in view of prevalent speeds on free~gaySo

TIME OF CONSTRUCTION

The construction schedule for the entire system is a function of sever

factors~ the most important of which would be the time required for determination

of concept~ design, supply and fabrication of the steel shapes and plate and the

construction of the subway section. It is felt that a period of six months will

be required after a~ard of contract to study the final routing, and crystallize



the design precepts. The actual design development would be accomplished in

the ensuing year but mill orders for both Monorail and subway steel could be

placed in the interim so that construction might be started at the end of this

period° Because higher speeds are contemplated for Los Angeles than experienced

in ~ny previous similar installation it is recommended an initial section one or

one and a half miles long be installed for advamce testing purposes before all

details for the entire project are released for construction.

It is estimated that the construction of the subway section~ill require

thirty months and that all work involved in the construction of the remainder of

the Monorail system can be completed ~ithin this time. Construction would be

performed simultaneously in the several sections in order to reduce the overall

time requirements. It is anticipated that the entire system could be completed

within four years after award of contract. ~

NAINTEN~NCEAND OPERATING COSTS

The unit costs of maintenance, operating and power costs tabulated

below, ’were estimated after careful comparison of the proposed service with an

efficient~ comparable operation. They are based upon an annual car mileage for

the full length of the system of 23,750,000, indicated by others, as required

for the expected riding. It should be noted that the intensity of use of the

proposed service is high, that is the miles per car per year, the anz~l car~

miles per track mile and the cars per hour per track mile all are high. Such

figures are inherent in a fast and frequent service over a straight-away main

line of considerable length.

Respectfully submitted,

GIBBS & HILL, Inc.

E. H. Anson

Vice President



EXHIBITS



MAINTEN~hNCE AND OPERATING UNIT COSTS

Ma__~/~9~nce Way & Structures - Annual Cost

Per Car Mile

Malnter~nce Equipment - Annual Cost

Per Car Mile

Operatiug Expense - Annual Cost

Per Car Mile

~neral Administrative Cost - Annual

Per Car Mile

Power

Per Car Male

Total Maintenance, Operatlng~ Power &

Administrative Costs - Annual

Per Car Mile

$ 1,220,000.

$ 1,750,000o

7.37¢

$ 2,426~ 000o

lO.~¢

$ 875, oo.

3 °68~

$ l, 750,000.

7.36¢

$ 8~021,000o

33.8~



and rell

- Z5 -

$g0,988,710o

Zg,078,653.

61~000.

262,500.

1,423,569.

736,405.

864,478.

1,837,410.

512,600.

Z2-~,850.

21~,000.

¯ 21~800~000.

$82,904,175o



FULL LENGTH OF LINE

Panorama to Long Beach

Estimated ost of Equipment nd Appurtenances, tations,

Shops and Xnspection acilitles~ ards, Power Supply,

Power Transmission nd Distribution ystems, Signalsand Cars

a. Passenger tations (except subway)

b~ Subway Statious (tuunel s~ructure uot iucluded)

Co Scheduled Repair Shop

~o Running Repair Shop

eo Parking Lots at Stations

fo Land Acquisition or Parking Lots, Storage Yards(no provision or R/W property)

go Southeru Storage Yard

ho Northern Storage Yard

io Power Supply

Jo Electric System

ko Signals aud Iutercommuuicatiou ystems

lo Cars 131 @ $80,000. each

Maintenance E~Ipment

no Model Testing aud Development

Engineering

po Supervision uring construction )

Field Engiueers ud Inspectors )

Field Survey Crews )Procurement f material and equipment)

~o Insuramce during construction

r. E~pemses for procuring property

so Furulshings ud equipment for Authorlty’s eueral

and admimlstration ffices

to Placing eqnipmeut in operation and traiuing personnel

Total

~5(0~000o

~,833~780.

2,49%666.

i, 772,730°

5~ 174~0~9.

1% 480, OO’.

3 ~ 5@S~ OO

l~0~ 000 o

400~ 00

lOO~ 00.



o 17 -

FUlL LENGTH OF LI~E

Panorama to Long Beach

Contingencies, (NOT includiD~ Escalation pro-tection, Value of R/W property, Property Taxes

during construction, Legal expenses, Expense

of Authority’s personnel during construction)

$I0,000,000.

Basis of Estimate: Labor and material est~m-tes

are base&upon prices as of December 1953 and the

former on the basis of a ~0 hour week at straight-

time° As far as can be determined no royalties

are payable on any part of the basic concept of

the monorail

Total Estimated First Cost $137,166,~65.



SHORTER LENGTH OF LINE

North Eollywood to Compton

Estimated ost of Construction

a o Supporting tructures ncluding irders an~ Rail forMain Route, Turn Arounds and Terminal Loops (exclusive

of Line Switches, auuel Section, Storage Yard Access

Trackage and Storage Yards)

b o Foundations nd Anchor Bolts

c. Special Foundations or Freeway and River Channel

Crossings

d. Retaining alls, Drainage, Fencing, etc. for Turn-around at Washington lvd.

e. Subway Section~ Supporting Structures, irders and

Addition for Foundations ~’Monorail acilities NLY"

f. Line Switahes with Supporting tructures nd Founda-

tions

g. Painting

h. Traffic Islands in Streets for Protection of Columns

i. Elimination of Overhead Interferences

j. Elimimatlon of Unlerground Interferences

k. Sub-soil iuve~tigatious

1. Subway Structure

Total

$28,782,66

49,000

262,500.

044.

371,694.

595,627.

1,269,470.

415,050.

85,950139,000.

... 00, oo

$65,146,855



SEOR_~R ~GE OF LINE

North ~ollywood to Compton

Estimated ost of Equipment an~ Appurtenances, tations~ Shops and

luspectlou acilities, ard~, Power Supply, Power Transmission nd

Distribution ystems~ .i.~a!s nd Cars

a~ Passenger tations (except subway)

b o Subway Statlou~ (tunnel st~c’~e not i~luded)

c ~ Scheduled epair Shop

d. ~nni~ Repair Shop

e~ Parki~ Lot~ at Stations

f~ I~nd Acquisition for P~ki~ Lots~ Storage Yar~ andSWD St~tlons (no provision or R/W property)

Southern Storage Yard

Northern Storage

Po~r Supply

Electric System

Si~l~ and Xnterco~nlcatlon S~

C~ ll7 @ $80~0. each

~lu~nce Equ!~ent

M~el Testi~ and ~lo~nt

E~!ne~ri~

Supe~-vlslon ~,ri~ const~ctlon )Field Engineers and Ins~ctors )Field Survey Cre~ )Procurement of ~rial and equi~ent)

Insuramce duri~ co~t~ctlon

Em@e~es for pr~uri~ property

~nlsh!~s and e~u!~ent for Authorlty’s general and

a~inistration offices

Pla~Ing ~qui~nt in o~ration a~ traini~ person~l

Total

P.

to

$ 2,243,20

450,000

802,000

450,000

262,000

2,046,90

2,457,66

2,009,34

I, 818,90

!, 327,56

4,183,10

9, 360,00

iI0~ 00

250, 00

3,000,00

4,000, 00

750,000

300, 00

!00,000

250, 00

$36,170,67



SHORTER LENGTH OF LINE

North Hollywood to Compton

Contin6encies (Not including Escalation protection~

Value of R/W property~ Property ta~.<es during construc-

tion# Legal expenses, Expense of Authority~s personnel

during construction°)

$.10,000,000.

Basis of Estimate: Labor and material estimates

are based upon prices as of December 1953 and the

former on the basis of a 40-hour week at straight

time. As far as can be determined no royalties are

payable on the basic concept of the Monorail.

Total Estimated First Cost $111,3~7,53



CONDENSED PROFILE



SCHEMATIC ARRANGEMENT OF LIE



CROSS-SECTION F MINII~JM IDTH STREET



C~OS S S

c~O’ ST~2_~E:T



TYPICAL STRUCTURAL UPPORT



GENERAL ARRANGEMKNT OF MONORAIL CAR



STATION ELEVATION ND SECTIONS



STATION PLANS AND ARRANGEMENT



P L A T E S



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monorail part 3 design operation

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