Evening star. [volume] (Washington, D.C.) 1854-1972, 1930-08-11
BY DONALD A. CRAIG.

There are few, if any, central dis
tricts in American cities, in the opinion
of the Automobile Parking Committee
of Washington, so adequately provided
with radial streets connecting the prln-
cipal residential areas as in the Ma
tional Capital. This statement IS made
as preliminary to the committees STUDY
of the parkipg and garage problem
here.
s.The liberal width of the individual
streets" saws the committee, gives an
appearance of freedom which, in fact,
does not exist, and which is undoubt-
edly the cause of certain laxness OF
parking control most notably the toll
erance of double-line parking"
Furthermore the committee believes
that while individual streets are rela-
lively wide and possess more capacity
for moving traffic than If they were
narrow, they possess no more capacity
for curb parking unless the angle
method is used.
Angle Parking Destroys Advantage.
angle parking however, tends to
destroy such advantage as arises from
wide streets" continues the committee S
report
After considering the character, in
Guiding the area, occupancy and build
ing heights, of the central business as
trict of Washington, as well as the
traffic facilities above mentioned, the
conclusion is reached % that governs
mental occupancy in the central buSl-
ness district presents traffic and park
ing problems such as might be eH-
pected IN cities of much greater size;
CD that future development of govern
mental areas and a more intensive use
1F al 1or within the
central district even within the present
height limits, will greatly increase the
automobile terminal problem, and 90
that street widths in the central dis
trict offer no special advantage, for the
roadway area available for traffic move
ment and parking is relatively limited.
Considering the present supply OF
parking facilities, 1t is pointed out mat
curbs in the central district nave a
total length of $4,000 feet, although
naturally not all of this frontage is
available for parking, because of alley
ways, driveways, crosswalks and otner
physical conditions, while additional
subtractionS have to be made by regula-
tons prohibiting parking near flre ny
drants, near intersections, In 'front.' oil
public entrances, along certain con-
gested streets and under similar con-
ditions
1t is concluded that the total curb
length has a gross capacity OF !6,oo1
parked cars. but that this total Is re-
duced by physical and legal restrictions
so that the actual disable capacity UNI
DER present conditions is only 1O,4l5
cars in this central area.
Further Restrictions FOreseen.
ct is to be anticipated" says the
report, that increased congestion and
requirements for traffic movement IN
the future will necessitate further re-
strictionS."
The committee therefore considers
the present curb capacity as temporary
in character. 1t goes SO far as TO de-
clare that experience in the larger
cities leads to the conclusion that grow
ing congestion will ultimately force the
| abandonment of curb parking upon the
! congested streets of all central business
: districts"
The natural and probably the iney-
liable alternative to curb parking" Will
| be found in garages or spaces located
| off the streets, the committee goes on
| to say In Chicago, it is pointed out
there has been an increase in garage
capacity during the last three years in
| or near the loop district of about 43
| per cent. Similar conditions are dis
covered in other cities.
Washington, unfortunately" adds
| the report, has not been among the
| leaders in this movement"
| Consideration is given, however, to
i all such structures in the business area
and 10 vacant lots now used for free OIL
paid parking.
Cite UnfavOrabIe Comparison.
DR.. Miller McClintock and Charles
| W. Eliot, In their investigation of other
cities for the committee discovered
that Washington, with its total down
town capacity of 4,078, compares very
unfayorahly with the higher capacities