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L. Bowen, President Mrs. Latuam T. SouTHER, Vice President Francis P. Ive,’ Secretary SAMUEL A. BuULLARD Mayor As prepared by MYRON HOWARD WEST and staff of the American Park Builders, under the direction and approval of the Springfield Zoning and Plan Commission. Adopted by the City Council of the city of Springfield, and made Official City Plan,1g24. Published by order of the City Council Les) Louis L. EMmMErson Joun H. WaLkeER Henry Errevsrick James A. EasLtey GeEorGE PASFIELD Joun A. BARBER R. C. LAnpHIER V. Y. DALLMAN MEMPBERS#O8 TA ESCrry COUNCIL J. Emi Situ Lioyp H. Davis Commissioner of Accounts Commissioner Public Health and Finances and Safety Wits J. SPAULDING Commissioner Public Property AND PLAN COMMISSION D. I. FoccEer Mrs. Geo. T. PALMER Harry J. REIGER Mayor S. A. BuLLarp Ex officio Cuar.es H. Woop Commissioner Streets and Public Improvements ‘ ya v- eer Sim A | t Copyright, 1925 ir CHART 32—Bird’s-eye view of proposed Municipal Group and the Lincoln Home LETTER OF TRANSMITTAL May 31, 1923 A. L. Bowen, Chairman, ZONING AND PLAN COMMISSION, SPRINGFIELD, ILLINOIS. Dear Sir :— Herewith is submitted a report with various recommenda- tions accompanied by drawings, comprising what may be termed ‘“‘A program for the improvement and extension of Springfield’’. This work represents long and painstaking effort on the part of our staff and much time and constructive criticism on the part of the members of your Commission. I can state with satisfaction that during all the months we have been engaged in this inspiring task, no suggestions have come to us from the citizens of Springfield which have expressed other than the desire to help all the people of Springfield in the greatest measure. The common thought of all with whom we have come into contact has been for a greater, better develop- ment of community life, without sectional or partisan favoritism. Such a sentiment by its leaders augurs well for a city’s real greatness. The Springfield Plan will prove a rare investment if followed consistently and with discriminating wisdom. Changing condi- tions may necessitate modifying its detail, but not its policy. Its application should not be hurried beyond reason. The right thing should be done at the right time and the greater perspective afforded by the plan will make this possible. Respectfully submitted, MyRON HowarpD WEST INDEX LETTER OF TRANSMITTAL FOREWORD—LINCOLN IN SPRINGFIELD INTRODUCTION , THE SPRINGFIELD AREA . : Proposed Impounding Lake ZONING : Gompreneneive its inn Immediate Zone Plan . MAIN THOROUGHFARES GENERAL STREET SYSTEM . ; Control of the Subdivision of eno Minor Street Corrections. Capitol Avenue and First Street idenirem Pavement Widths in Downtown Section . Furnishings of the Street Lighting . Street Tree aeaehe. General Street Ornamentation RAILROADS Franchises . Service Alternate eres inne : Consolidation Along the Wabash East and West Lines Recommended Plan of Ren rae ement Elevations . : Classification Verde ; Consolidated Freight Teenie Union Passenger Station Benefits . : Savings to the Gomme Cost of Carrying Out Proposed Plat PAGE NO. jee tt a Pas aes Ne aE 228 OU ot SS . 34 Coste INDEX PAGE NO Cost TABLES Hat 5 ies Baltimore and Ohio Te pket % "203 Alternate Line—B. & O. (North) . . 64 ea oli t-Oliaeaer tee ea) eee Alternate C. I. & W. Cut-off . . OS Second Track—C. P. & St. L. . 66 Peoria & Northern Approach . 66 Illinois Central Second Track . 66 Niaineroup, sae ee ee. LN) Piwnoissentra eae: OL C. & A. to Wabash neeesinele Teck mney Double Track Cut-off—I. C. to C. & A. . 68 Pelee Coton, . 68 RECAPITULATION . . 68 STREET CARS . 69 Present Goran 574i Recommendations. a FAW Proposed Routing of Car ities + fal THE PARKING OF SPRINGFIELD . ; x) ie The Park Situation in Seanonelde me) Scuoolslable. = eee he SCHOOL RECOMMENDATIONS tho School Sites in the New Biers ' ; eeasdl A PARK AND BOULEVARD SYSTEM FOR GREATER Satine . 83 The Valley of Spring Creek tes Banks of the Proposed Lake . . 2.) Proposed Encircling Boulevards. . 86 Inner Boulevards . . 86 THE STATE BUILDING GROUP SPD Eee oh THE MUNICIPAL BUILDING GROUP AND THE LINCOLN HOME. 91 MONCLUSION: 44.500 Eo eee Sa ity Clee Sean 05 ‘EIST OR ILEUS TRATING GE aS PAGE NO. BirRD’s-EYE VIEW OF PROPOSED MUNICIPAL GROUP AND LINCOLN HOME Frontispiece ZONE OF INFLUENCE 24 COMPREHENSIVE ZONING PLAN 28-29 CURVE OF POPULATION . 29 WIND CHART. 30 MAIN THOROUGHFARES . 30-31 GENERAL CITY PLAN 32-33 STREET CORRECTIONS ON GENERAL PLAN 34-35 DETAILS OF STREET CORRECTIONS of CAPITOL AVENUE WIDENING 38 FIRST STREET WIDENING 39 Cross SECTIONS OF STREETS 41 Cross SECTIONS OF STREETS 42 CHART OF GRADE CROSSING ACCIDENTS . 49 MAP OF EXISTING RAILROADS SHOWING INDUSTRIES . 50-51 GENERAL RAILROAD MAP 51 STUDY FOR PROPOSED UNION STATION iS PROFILE OF PROPOSED ELEVATION EAST AND WEST RaAIL- ROAD GROUP 56 PROFILE OF PROPOSED ELEVATION NORTH AND SOUTH RAILROAD GROUP . a7 TRACK PLAN AT PROPOSED UNION STATION AND FREIGHT TERMINAL 60 iSO IEE WU SEATING CHARTS ; PAGE NO. PROPOSED MAIN RAILROAD LINES ae hee ein OS PROPOSED MAIN AND SWITCHING LINES . . . . ..... 65 EXISTING AND PROPOSED MAIN LINES . ... . . 67 PRESENT STREET CAR LINES SHOWING DUPLICATION OF Sl Gi er ee Re ee Le ae. 69 PROPOSED GENERAL STREET CAR PLAN . . . .. ... sO 73 PARKS EEARKWAYSEAND SCHOOL DITES . . . « « « @9 PROPOSED LAKE AND DRIVEWAYS TO NEW SALEM . .... 84 PLAN OF STATE AND MUNICIPAL GROUPS WITH APPROACH- Pvt eicARK WAVS rem). Ga ke ee OS 89 BirpD’s-EYE VIEW OF PROPOSED MUNICIPAL GROUP AND MSIGHEOTATION® © 9, 26 bo. 51 4,- weet w . 90-91 PLAN OF PROPOSED MUNICIPAL GROUP AROUND THE PNG OUNSELOMU Mm a mre be aee. fe eR OT STUDY FOR OPEN AIR FORUM—CIVIC CENTER . .. ... 92 STUDY FOR WATER PANEL—CIVIC CENTER . .. .... 92 WE erie CUDDY CIVIC CENTER (:) 0. eS «° sere ©0993 SUD VarORM UAZASENTRANCH Ae Vey gt ss, 93 SZONINGILLA NSM E Rode ey ek PRESENT USE MAP . PROPOSED USE Map PROPOSED HEIGHT MAP PROPOSED AREA MAP. *Maps for Immediate Zoning published separately. . LINCOLN IN SPRINGFIELD A FOREWORD BY THE PLAN COMMISSION “No one not in my situation can appreciate my feeling of sadness at this parting. To this place and the kindness of these people I owe everything. Here I have lived a quarter of a century, and have passed from a young to an old man. Here my children have been born, and one is buried. I now leave not knowing when or whether ever I may return, with a task before me greater than that which rested upon Washington. Without the assistance of that Divine Being who ever attended him, I cannot succeed. With that assistance, I cannot fail. Trusting in Him, who can go with me and remain with you and be everywhere for good, let us confidently hope that all will yet be well. To His care commending you, as I hope in your prayers you will com- mend me, I bid you an affectionate farewell.”’ O spoke Lincoln to his fellow-townsmen who had gathered at the depot to bid him godspeed on his journey to Washington to become the nation’s chief in the time of its greatest trial. His doubt at parting, Destiny made substance—he never in life returned. On his tragic death a cabinet member, who had been watching at his side, said what all the world has since said, ‘‘Now he belongs to the Ages.”’ Lincoln’s body was brought home for burial. Although four years earlier he had spoken of himself as an ‘‘old man’’, yet he was but fifty-six when he died. Most of his associates living in Springfield survived him many years. They were not much given to public praise of their departed friend. He had not been to them a superman but one of them—an able leader whom they genuinely liked and respected. His stories they could not forget—matchless stories full of homely humor and good sense, and to the point. These friends of his—each in his time has answered the summons. Their sons for the most part have followed. This is the generation of their grandsons; in them repose the home traditions of Lincoln. Of this heritage and some of its obligations and privileges we wish presently to speak. Just here we wish to recall that, with us, Lincoln lives in two ways: first, as we have said, through home traditions as might an illustrious ancestor; and second, as a world hero, of whom we are reminded constantly by those most welcome visitors coming to his shrine. Whatever may have been our understanding of Lincoln through home tradition, there can be no misunderstanding of the world’s opinion. With the passing of time his great human- ity more and more stirs the pulse of all mankind. To his home and resting place are coming his countrymen from every part of the Union which he saved; from the whole world, come rulers of states, historians, students and patriots. The humble from oppressed lands come here to live, as in his presence. We are beginning to understand that, as Mt. Vernon must be prepared to welcome the world which would do homage to the memory of Washington, so must we in Springfield be prepared to welcome through all time the pilgrims, in increasing hosts, seeking communion with the spirit of Lincoln. And we must offer all we can that is authentic and true, to satisfy their quest. 11 hs EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS Some of our priceless possession are assured to posterity; others, may be lost if heed is not taken; and all can be made much more effective. It is useless to mourn the loss of letters, documents and effects of Mr. Lincoln’s, now gone beyond recovery, unless it will stir us to be more provident for the future. Those forebears of ours of whom we have spoken, having a store of memories of Lincoln himself, did not seem to attach great impor- tance to the places and things associated with his life. In some degree this feeling has come down to us. We see the mistake. We know the desire that people have for contact with the Lincoln tradition and for all tangible evidences of his way of life. Foremost of the memorials is Lincoln’s tomb, commonly called the ‘Lincoln Monu- ment”’, where he rests, and with him, all his family except his eldest son, who is living. It is situated in Oak Ridge Cemetery, where also rest most of his old-time friends. The site is good. The edifice is dignified but not pretentious, and is not unworthy of its office. The tomb is reached by random and indifferent roads—which is disappointing. Five blocks from the cen- ter of the city stands the house which his neighbors used to speak of as “Mr. Lincoln’s home’’— the home he bought two years after his marriage, in which he lived until called to the presidency, and the only one he ever owned. It isso near the commercial district that it has been crowded upon by buildings of various kinds. If left to its fate, Mr. Lincoln’s be ' home would eventually be | | PS ee a ESAS smothered. As a measure of . fire protection the state has recently bought the adjoining lot and removed the nearest building. This serves as a be- ginning, but it is not enough. The site is adrift in the city— which is wrong. Of great historical interest is the old state capitol, now the county courthouse, situated in the public square, where it has been the focus of the city’s life for more than three-quarters of a century. Its cornerstone was laid in 1837, following the removal of the capitol from Vandalia. Lincoln, who was then in the legislature, took a leading part in obtaining the capitol for Springfield. For twenty Courtesy Houghton Mifflin Co. The Lincoln Home LINCOLN IN SPRINGFIELD 13 years thereafter his was a familiar and impressive figure in this building in many roles,— as a member of the legislature, as lawyer at the bar of the Supreme Court, and as a defender of human rights delivering imperishable speeches against the extension of slavery. In 1854 in representatives’ hall he answered Senator Douglas, author and defender of the Kansas- Nebraska bill—a speech which carried the circuit lawyer back into the political arena and made him state leader of the opposing opinion. A tablet marks the room in which Lincoln four years later delivered his famous “house divided against itself’’ speech. This speech followed his nomination for United States Senator against Douglas and preceded the remarkable series of debates which gave him national fame. In this building Lincoln, as president- elect, had his receptionroom. And finally, here his body rested in state before burial. As to the building itself, those competent to judge say that its architecture is good, and typical of its period. For some years it may continue to serve as county build- ing, but not always. What shall then preserve this landmark rich with the memories of Lincoln? Still another memorial, which is be- lieved to be unequaled, is the collection of Lincoln documents, books and pictures belonging to the Illinois State Historical | eRe ok, oe Library contained within the beautiful The Old State Capitol Illinois Centennial Memorial Building on the new capitol grounds. This memorial should be more definitely linked with the others. Every visitor wishes to go to these four memorials, all of which are within the bound- aries of the city. They are variously in the custody of state, county and city. We have spoken of some of the needs of each. They all need to be connected. They are too much like islands, with wastes between. Springfield citizens after pondering these matters for some years have reached the conclusion that the time has come for undertaking such reconstruction of the city as may be necessary to suitably preserve and exhibit these priceless Lincoln memorials. And as the subject was studied it became clear that along with such an undertaking must be developed a thoroughgoing plan for the entire city. This became the task of the Zoning and Plan Commission; and on the plan the city planner went to work. The results are presented in this book. | It will be found that the proposed development for the Lincoln memorial areas will be woven into the fabric of the entire city. For example: The visitor enters through the gateway, the union station, and comes out on Capitol Avenue which has become a stately parkway bordering the Lincoln Homestead with the Capitol terminating the vista. From the 14 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS enlarged grounds of the state group, the parkway proceeds on the north axis of the Capitol stretching away to the Lincoln Monument in the distance. We observe that this unit of the Lincoln plan involves railway reconstruction, the creation of interior parkways and their street-work, the widening of some streets, the removing of buildings and the vacating of ground for the creation of the setting for the Lincoln Homestead and the enlargement of the Capitol grounds, the re-routing of street car trackage—in fact, it involves all branches of city building, and must be an organic part of a complete plan. We have spoken of the situation of the Lincoln Homestead and the need of improving the surroundings. Here we have faced a puzzling problem. We have felt that a little plan would not meet the expectations of the public that revere him. Then there is the question, What is a fitting environment for Mr. Lincoln’s home? Certainly it is not possible to turn Springfield back into a town of 10,000 as of Lincoln’s day. Neither do we believe it is desirable to restore the neighborhood to its condition of scattered houses and unimproved streets of 1860. Better, it seems to us, to preserve the homestead in its original form and give it beautiful and dignified surroundings. Lincoln was above all a citizen; one who never shirked a public duty, deserted principle or compromised his conscience—all his life he was an example for public servants. What could be more appropriate than a civic center for association with the name of Lincoln? It is proposed to include with the Ais cme ee eats ein. Lincoln Homestead adjoining ground AGE eenge Wee : -. comprising about seven city blocks or x fib, Sf, mm Wie : about twenty-five acres. The plan is shown in this book. In brief, the idea is Gh a ___ the creation of a National Patriotic Cen- MY, ee ___ terin which Lincoln’s home would remain WG undisturbed. An open-air theater as a aS | place of public assembly would commem- . ke orate the spoken word of Lincoln. Bor- =x m = dering the grounds would be sites for national memorial, and civic buildings. Besides the four principal memorials of which we have spoken, there are within the city a dozen or more tablets marking sites and events touching the life of Lin- coln. A visitor who makes their round and hears their stories may almost review gee in fancy that quarter of a century of Lin- Courtesy Houghton Miflin Co. = coln’s life in which he ‘‘passed from a The old Wabash Station where Lincoln bade farewell to his youn: to an old man”. neighbors and friends The story of his early manhood be- longs to New Salem, the pioneer village on theSangamon. It is an inspiring story—his growth from stranger to leader, from laborer tolegislator. In that rude life, he became respected for his physical strength and courage, for his resourcefulness in any emergency, for his good humor, gentleness and honesty. There > adie 2 om pe tt FE Eaton. LINCOLN IN SPRINGFIELD 15 he read English grammar, learned and practiced surveying, was river-man, clerk and post- master; and began the study of law. By his exertions he succeeded in everything except in trade—there he failed, and was oppressed by poverty. His friendliness, activity of mind, and his gift for stump-speaking drew him quickly into politics. He was twice elected to the legislature. At Springfield, the county seat, he formed lasting friendships with public leaders; and when it became the capital, he moved there to go in- to the law. New Salem passed; but its chroniclewill alwayslive. Under the authority of the state, the Lincoln New Salem Association has acquired the old site as a memorial, and the state has re- stored several of the log cabins and erected a pavilion fora mu- seum. And so, there has been planned a driveway down the Sangamon Valley to New Salem to unite that memorial with the others. How this may be made a beautiful drive is told in this book. We ask a careful study of the complete plan which would join together all these Lincoln memorials. These things we oe think will be apparent: That |) Pel f fino this isalarge plan. That it deals is EEE yo, es with the most sacred memory So Ue ili known to the nation. That it Dads IR Kear h ana TE PRR RA ARaIEPTER: cannot be carried through as merely a local, or even a state undertaking. That it must be approved by the nation, and should command sympathetic interest wherever the name of Lincoln is spoken. If it be thought that we have laid too much emphasis on memorials in stone and bronze, our answer is: We realize that in this presentation we have passed over the true memorials to Lincoln, which are in our hearts and souls. But we cannot wear our hearts upon our sleeves nor talk about our souls. Man still needs visible symbols to stir his imag- ination and paint the picture. Hence our concern for the preservation of those symbols. To preserve and enhance those symbols—such, we believe, was the obligation laid upon us as of a heritage by last testament when Lincoln, with the generosity which was his nature, said, ‘“To this place and the kindness of these people I owe everything’’. The Lincoln Monument INTRODUCTION ODERN cities, for the most part, have been the direct result of industrial centraliza- tion, occasioned by a division of labor which supplanted the part time artisanship once carried on in rural districts. In this country during the pioneer days, most of the manufactured articles needed for local consumption and for limited barter abroad were made by hand in the little hamlets or on the farms. Textiles, shoes, guns, furniture, tools and various other com- modities were made in this way and there resulted an excellence of craftsmanship which gave a widespread reputation to these goods. Early New England in this way became far famed, and because of the increased orders for manufactured products the need arose for quantity production on an efficient basis. This resulted first in piece work, where the laborer made but a small portion of the finished article. Labor saving machinery came into use and large numbers of workmen were brought together, where, under competent supervision, goods could be made more uniformly and cheaply. Thus the factory came into existence and due to the bringing together of many workmen and their families thickly settled districts resulted necessitating stores, churches, schools, paved streets and the other requisites of urban existence. The modern city, therefore, presents a striking contrast in its inception and develop- ment to the little trading town which often formed its nucleus, or to the early European cities, which were walled in places of refuge and trading centers supported by the sur- rounding agricultural territory. The city of today is an earning and producing organism—a machine by which and through which raw materials are turned into finished products. In the complex it re- sembles the factory which it contains and like the factory it must operate efficiently if it is to meet the test imposed by modern civilization. While it may not be true that every city must earn its bread by the smoke of its chimneys, it must have a visible means of support to insure against decadence. The oft boasted ‘‘City of Homes”’ signifies little unless that city provides facilities by which the occupants of these homes may produce by their minds or their muscles to the best ad- vantage afforded by advanced standards. Just as competition and the law of supply and demand resulted in machinery, methods, and the development of plants by which better goods could be turned out faster and more economically, so have the demands of modern industry called for the building of cities in such a way that they will meet the requirements of modern production. Irrespective of the excellence of their integral parts they must fall short in this test unless they are planned and built with this object paramount. They must provide suitable places where industry can be carried on and must supply to these » industries the very best facilities of transportation and inter-city traffic; they must be able to receive raw products and ship finished materials to market conveniently; there must be adequate water supply and equitable freight rates. A high quality of workmen and a low labor turn over must be insured and these, in turn, require living conditions which will attract and hold the best class of workmen, as well as the best class of employers. Sanitary conditions must therefore be right, and there must be furnished schools, libraries, parks, 17 18 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS residential sections, street car transportation, police and fire protection, and all else that will make the city a satisfactory place of abode. We have indeed passed the point where the ordinary requisites of urban life, such as have been enumerated, prove sufficient to make the city outstanding and sought after. It is not enough to build to meet ordinary standards. There must be produced within the city those elements that will make for culture, refinement, the appreciation of art, and in general, the better things of life so that civic pride will be aroused, which must always reflect in the city’s renown and further progress. We often hear the thought expressed that it is not desirable for a city to grow larger. To this the answer can only be that if a city is to keep stride in the march of progress, if it is to meet competition, which manifestly exists between cities, and in short, if it is to keep from going backward, it must grow. City progress is synonymous with constantly in- creasing population. The life of a city, like the life of an individual, is measured by growth. During the years elapsing between 1869 and 1914 the population of the United States increased by 261 per centum. During that time the percentage of people living in cities increased tremendously. Perhaps the most spectacular growth in urban development has taken place in the middle west section of the country. Following the Civil War there was a decided drift of population into the Mississippi Valley. Railroad building began and continued with unprecedented rapidity; towns sprang up along these railroad lines and it was but a few years before the need for manu- factured products to supply the local trade caused these towns to build into cities and to become active centers of industrial enterprise. Eastern firms moved into the new country, model plants were built and, without in this case going through a period of hand wrought materials, there grew in competition with the older cities of the East, communities where industries were carried on by the most improved processes and under sagacious administration. This, coupled with the facts that these western cities had the advantage of central location for distribution, raw products close at hand, such as coal, ore, gas and lumber, and were surrounded with farming territory of wonderful fertility, gave reason for their exceedingly rapid growth. It was not long before a wonderful network of railroads had been built, including both trans-continental and feeder lines, and with the establishment of labor markets the middle western cities achieved a truly enviable position. Not a little of the successful growth of the middle western city can be attributed to its physical layout and to the character of the terrain upon which it was built. For the most part, the land was comparatively level, but sufficiently drained and cities could spread out in all directions using comparatively inexpensive land and being unhandicapped by steep grades and rock formation. The early town site was laid out with square or rectangular blocks and with wide streets as a precaution against the spread of fire. While this checkerboard plan of street arrangement has been severely criticized, there is no doubt that it was a vast improvement over the narrow, tortuous, and inconvenient streets of European and New England cities. These first town sites, usually covering approximately a square mile, for the most part constitute the central or down-town sections of our present cities. The regularity and generous width of streets in these sections now enables the handling of traffic in a way to INTRODUCTION 19 produce envy in older cities, and further provides against the necessity for wholesale and costly street widening. Difficulties, however, began with the addition of new allotments during the first boom days. These were laid out by individuals or land companies without consideration for town planning and with the idea in mind of arranging the land into lots in a manner to insure the quickest and greatest returns. Important streets leading from the center of the city were narrowed and blocked. Grotesque and inconvenient arrangements were put on record. These unfortunate misfits in later years spelled unnecessary expense in providing public utilities and in the maintenance and use of the streets. A later era saw the advent of the curved street or “‘landscape”’ subdivision. This was oftentimes attractive in itself and became exceedingly popular for residential purposes, but of all the departures from the original quadrangular layout this type of subdivision has perhaps proved most troublesome. In too many instances main thoroughfares were blocked, making access to the city most inconvenient. Oftentimes these subdivisions were plotted on level ground where little excuse existed for curved streets and in the direct path of the city’s growth, forming a most effective barrier thereto. Had their founders realized the extent to which these cities were to grow, the original town sites might easily have been planned to include the fundamentals of street design, even then well known, and today replanning would be unnecessary. Had provision been made for extending the original streets in a logical manner as the town took on size, had diagonal thoroughfares been provided, had curved street subdivision been limited to areas of broken land along streams and hills, and had provision been made for railroad rights-of- way, school sites, parks, and public buildings, little would be left for the city planner of today. Through the lack of such a plan and through the lack of intelligent central control in our city development, conditions have grown worse year by year. The lack of perspective, the inability of city authorities to control the development of the city asa whole, and the leaving of this development to individuals with a ‘myriad of ideas have led to a complexity of structure which is hampering more and more the functioning of our cities. The demand for a cure for this constantly increasing evil has manifested itself in practically every city of importance, especially in this newer and more progressive section of the country, and it is interesting to note that the movement, which has to date resulted in the preparation of city plans of one kind or another for approximately three hundred of our cities, has been fostered not so much by reformers and politicians, as by groups of business leaders who realize that the progress of industry demands the proper structural upbuilding of the city in which it is contained. It has been amply proven that it is not enough to advertise a city, but this advertising must be accompanied by proof that the city in question is so built and operated as to offer real quality to newcomers. A city plan, therefore, while employing itself in the arrangement of the structural features which go to make up the growing city, has the closest possible relationship to that city’s progress from an industrial standpoint and to the development of that character of citizenship that makes for community strength. If properly conceived and carried out, the plan will inspire a city of real homes, for it will create a desire to dwell and work in the 20 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS city and to be satisfied with it. It will lead to the adaptation of art, because it will make for a higher class of citizenship wherein the desire for such things is inherent and it will - make for a better government because of the higher average of intelligence. The keynote of a successful city plan must be orderliness. The various departments of the city should be placed in proper juxtaposition so that they will not interfere with each other. Thus, as it is necessary for an architect first of all to prepare a floor plan of his building designating where the various rooms and departments will be placed, the first step in city planning is to provide a skeleton showing where the various departments of activity may be placed to their own best advantage and for the protection of others. A comprehensive scheme for districting or zoning is therefore the first step to be undertaken, and in this connection the satisfactory placing of future industries is most important and therefore of first consideration. Upon this foundation other details of the city should be built. The street plan, the various departments of home life, the location of commercial areas, those for schools, parks, railroads, and street car lines, all have to be guided by their relation to the workshop or factory district. City planning in order to be worth while must in reality be regional planning, carried on without regard to the city’s political or geographical limits; even county and state lines must be disregarded in the interest of satisfactory community development. That which comprises the present city must be considered analogous to the first town site. The mistake must not be repeated of neglecting to recognize the fact that growth must continue due to the exertion of the city’s own expansive force and to its power to attract. The fact should not be overlooked that the most important application of the plan has to do with the fringe of the city where development is constantly taking place. Here, judicial control, inexpensive in itself, may prevent mistakes which would cost millions. The outskirts of a city always grow faster than the central districts, owing to the tendency towards decentralization. Manufacturing plants, outgrowing their original sites, move out to where land is cheaper and where more space is available for expansion. New industries coming to town seek the outskirts for the same reason and there it is that new homes are built in greater numbers. The plan, therefore, should include an area large enough to care for the growth of the entire community for several generations and in turn should be of such a nature as to provide for still further extension. Under no circum- stances should this greater city again be circumscribed by a broken street arrangement, or by an artificial barrier which may in time again hamper its growth. The plan should be American. While occasionally we may copy in part from European plans, there is no pattern which may be followed generally. The idea of the Ring thorough- fare, prevalent in European cities, may be applied to circumferential highways, tending to lead traffic around and past the congested center of the city, but it is unthinkable to adopt in a wholesale manner a program of crooked and narrow streets, which form the subject matter of so many descriptions extolling the charm and picturesqueness of medieval towns. Neither can we properly apply on a large scale, for the purpose of extending our present cities, plans which have been found satisfactory in small communities such as Hempstead, Litchfield, Essen, and the housing schemes carried out in this country during the war. We need to plan courageously and on a scale sufficiently imposing to satisfy the American imagination, and especially in keeping with the almost boundless horizon of this INTRODUCTION 24 wonderful new country, at the same time keeping in mind the rules of city building economics. No project is too big to be undertaken if it can be proved that it will bring adequate returns on the investment. The American business man who today represents in type American leadership wants his city properly outfitted, as he requires his home, his office, his store, or his factory. He is willing to pay for such outfitting, but he wants to know in advance how the plan is going to work out and if it will be worth the cost. While the demand is first of all for a practical city, and while America is not generally reputed to be a nation of art lovers, nowhere is there a more definite movement to build cities that will be uniformly harmonious and beautiful than in this country. Even in cities which have made no provision for city planning are to be found conditions relative to sanitation, street maintenance, park development and home building, which in their uniformity of application perhaps meet no parallel abroad. It is, therefore, not so much the desire to emulate older cities as to continue well in the vanguard that inspires our city planning today. It is a movement in keeping with American progressiveness and with the desire of Americans to live and enjoy in the fullest measure. [ , THE SPRINGFIELD AREA ITHIN one hundred miles of Springfield dwell two million people, eight hundred thousand of whom live in cities and towns of one thousand or more. Interspersed is an agricultural and mining territory of unprecedented wealth. Underlying the Spring- field area is one of the richest coal fields in the country and this has a vital bearing on the City’s future. Within this one hundred mile radius there is a market for 150,000 kilowatts of elec- tric energy. It may be well to analyze the Springfield situation as regards the making and marketing of this potential commodity. The closest real competitors are St. Louis and Keokuk. It is a well understood fact that where electric energy is manufactured by steam power approximately four hundred tons of condensing water are needed for every ton of coal consumed. Peoria has ample water supply, but the coal at this point is poor and scarce. Bloomington has little coal or water and the same is true of Champaign, Mattoon and Sullivan. Cities in this district which have coal but little water are Pana, Centralia, and Belleville. Those which have ample water, but comparatively little coal include Alton, East St. Louis, Quincy and Decatur. Springfield’s present water supply militates against the development of what might become an important industry in itself and that which would serve as a magnet to draw new industries to the city. The shortage of water at present is even threatening to cause power companies in Springfield to abandon their locations and seek other territory. Single industries in smaller cities often use process water in an amount to exceed domestic use. A Proposed Impounding Lake There, however, is the Sangamon River, fortunately not leading through the built up sections, but within close proximity, lying to the north and northeast of the city and separated from the built up section by a considerable area of approximately level land. The character of the river valley is such that at comparatively little expense for land and dam, there can be created a lake some twelve miles long, with a surface area of fifteen square miles and impounding more than twenty-five billion gallons of water, sufficient, without replenishment, to supply the domestic needs of a city of 200,000 for a period of three years. Such an impounding lake would undoubtedly be a great boon to the city. It would insure an ample water supply for the rapidly increasing domestic needs, besides fur- nishing facilities for water sports and lake-side cottage sites. The area lying to the northeast of the city is most productive of coal and is accessi- ble to all railroad lines entering Springfield. Situated as it is, to the leeward of the city, this area therefore constitutes without question the best site for future industrial growth. A logical growth of the residential section would be to the east, south and west of the industrial section. Already the trend of the better class of housing has been south- westerly from the center of Springfield. Broken and wooded land is always desirable for this purpose, especially where parks and boulevards may be arranged to use the 23 24 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS more rugged lands. The valley of Spring Creek, leading as it does from the Sangamon southwest and around the city, offers such a happy combination. Again, to the east of Springfield is broken ravine land of considerable natural beauty. Park lands extend- ing through these new districts could with little difficulty be connected with the larger units of Springfield’s present park system and in turn by means of parkways to the city’s center. In general composition, therefore, Springfield bulks well. EORIA SPRINGFIELD ILLINOIS £ AND ENVIRONS / BLOOMINGTON J ALINCOLN LINTON Cmuian luk GBuildua Chicage’ . SNlimets CHART 3—Two million people dwell within one hundred miles of Spring field THE SPRINGFIELD AREA She. From the standpoint of sanitation Springfield’s topography is excellent. The Spring Creek Valley provides a way for carrying sewage from the extreme south section of the city to an admirable site for a disposal plant, well below the present water works, while the natural divide to the southeast makes possible, if needed, a secondary disposal plant with- out pollution of the Sangamon above. From the standpoint of transportation, Springfield is well supplied with railroads approaching from all points of the compass. On the whole, the service is prompt and efficient. Springfield has been described as a city of homes. The city possesses many fine residences. What is more important, however, is the comparatively large number of well kept but modest homes, owned by their occupants. The wealth of a city rests not so much upon the number of its show places, as upon the fact that its citizens for the most part are permanent residents, owning their own plots of land, thus insuring against labor turn over and a lack of civic interest. The fact that Springfield is the capital city of the state has an important bearing upon the policy of any plan for its betterment. It may be that in certain cases leaders in cities have regretted the presence of the state capitol and it may be said in passing that certain capital cities have progressed in spite of the state capitol, rather than because of it. There is perhaps no legitimate reason why the presence of a capitol and its companion buildings should have other effect than to lend prominence to the city in question, as well as to add beauty and grandeur. In order that the pub- lic grounds and buildings of Springfield may be de- signed on a scale suffici- ently imposing to be in keepingwith the great state The Sangamon may easily be broadened to a great impounding lake they represent, they must to supply the Springfield community be kept free from unfortunate association with factories, railroad yards, and the like. The zoning and railroad plans, therefore, take on added significance in this instance. Historically, Springfield occupies a place distinct, for out of a galaxy of great deeds and the presence of great men stands forth her intimate association with Abraham Lincoln. Springfield can not boast of his birthplace, but here it was that Lincoln lived, moved and was loved. Here, in the only home he ever owned, were born in him those qualities of states- manship, which, added to those of manhood, have caused him to be called the “greatest since St. Paul’’—here his body rests, and because of these things Springfield is a mecca for patriotic Americans. It is fitting, therefore, that Springfield should be the capital of the State, that every public servant sent thereto by a self-governing people may receive inspiration for service. ZONING URING recent years the zoning of cities has achieved great popularity. A recent bulletin issued by the United States Department of Commerce states that 24,000,000 people or 43% of the urban population of the United States live in zoned cities. On January 1, 1925, three hundred and twenty cities were zoned, as compared with one hun- dred and fifty-nine in 1923. Enabling acts permitting zoning have been passed or are being passed by nearly every state in the Union. The zoning movement unquestionably started from the inherent desire to protect the home against encroachment by factories, stores, filling stations and apartment houses. The protection of the home is one of the foundation principles of our democracy and it is not surprising that zoning should at once meet with popular favor. People are apt to overlook the fact however that it is quite as important to protect industries and even stores and apartments, which after all are necessary to urban development and should be pro- tected and safeguarded. Land so situated as to be primarily useful for purposes other than the building of residences takes on a consequence all its own. This fact should be taken into consideration and property values maintained and encouraged, especially if by doing so the entire com- munity is benefited from the standpoint of convenience. Zoning when considered as a part of city planning should be applied first of all to that part of the city which is concerned in producing wealth and perhaps only incidentally to that part which furnishes domicile. Unfortunately, zoning as it is commonly applied has to do merely with conditions existing in the city in question at the time being. Zones of use accompanied by those of height and area of buildings are established by ordinance and made to fit conditions which must of necessity be considered temporary and transitory. A very obvious fact is over- looked—that the city in question is constantly subject to growth and expansion and that these zones of use must grow accordingly. The enlargement of zones is generally left to the discretion of a board of appeals or similar organization which passes upon requests by property owners and is continually engaged in making enlargements and adjustments to the zones at first laid down. Such boards of appeals are made up for the most part of citizens not versed in the science of zoning and who many times are not guided by the advice and consultation of city plan experts. The result is that zones at first arranged with more or less scientific applicability are allowed to spread out indiscriminately and without a definite purpose in view. This process over a time creates quite as bad a condition as prevailed before zoning was applied. | It is perhaps due to this fact as much as to any other that zoning is already meeting with no small degree of distrust and apprehension, so much so that courts are handing down many conflicting decisions which might indicate that the whole theory of zoning is at’ this particular time in serious jeopardy. The trouble apparently lies in attempting to thrust zoning upon cities without a com- prehensive program to begin with. Zoning should be fundamental rather than superficial. It should be to the city exactly what the floor plan of a building is to the structure. It 27 28 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS should lay out at the onset in a broad and comprehensive manner the areas which are best suited for various activities and in order to do this the zoning plan must reach out far beyond the built up section of the city and must form the foundation of the plan, regional in scope, sufficient to accommodate the city’s growth over several generations. There should then be prepared on a smaller scale and in more detail a zoning plan and ordinance to fit existing conditions and this may be termed the immediate or first step plan. Put into force, this plan will take care of the existing situation and will at once stop many abuses. Enlargements and alterations to this first step plan can then be made with the comprehensive zone plan as the definite objective, and in this manner the board of appeals is given a carefully thought out program of action. It is reasonable to assume that courts will take cognizance of the vital relation of zon- ing to proper city building when such a comprehensive plan for zoning is made the founda- tion of the city plan, rather than to be influenced by sentiment or by land values. Very largely zoning is applied and kept in force by public sentiment and unless good and sound reasons can be set forth for the location of zones within prescribed boundaries, this vital aid is apt to be withdrawn. Partial and piecemeal zoning can never justify itself, either in the minds of jurists or the public in general. Comprehensive Zone Plan: Zoning for Springfield therefore begins with the blocking out into zones of use the entire area considered in the plan for greater Springfield, namely that area comprising 6,643 acres made up of streets, town lots and building sites already in use by the com- munity, and in addition 10,497 acres or 16.4 square miles comprising land now lying around the city but which during the next two or more generations will under normal conditions be needed for the city’s growth and expansion. As shown by Chart No. 4, this entire area has been divided intozones for distinct uses and this division has been made with full consideration to various influencing conditions, such as prevailing winds, character of terrain, location of water supply, position of rail- roads, trend of city growth, location of present industries, of coal deposits, and the like. Based upon this comprehensive zone plan theplans for main thoroughfares, secondary streets, railroad corrections, street car line extensions, park locations, and in fact all other plans in connection with this work were drawn, and finally there has been prepared the immediate or first step zone plan, in more detail and accompanied by an ordinance, which on July 28th, 1924 was adopted by the Springfield City Council and published separately in pamphlet form. It is obvious that the comprehensive zone plan can not be so adopted by the municipal government for the reason that it is applied to territory in many cases lying far beyond the present city limits. Both the comprehensive and immediate zone plans bear a definite relation to areas now occupied for various purposes in the present city. In the present built up city 200 acres are devoted to industries, 300 acres to railroads, 200 acres to stores and commercial institu- tions, 130 acres to apartment houses, and 5,753 acres to single family houses and scattered vacant building lots. In addition there are 1,000 acres in parks. i | — 2 - 7 _ _ - ty 7 . eee 8 eh eo et ee i * ae Y = : . " ANvATYS ai ' hou Ve Lea oe, \ \VAK aN ote as < Ete aa 0G ae ea Le ett i tf I you i a Wh ee gh at AN eo Re Sie ret ee ee Del ee ae ee ; aie al ey Maal aap 7 ‘Wow ' ! v —al how | gate SMUV_-L] SIO GLOSS) = LA7 MSGuV, WHalvy ving J Be “TWIRMLSNGN] AAVALE by na —\ (@ ‘TIVINLSNGN] LHOIT-G Wi LORLSIG Tvpwdwwod Dd LOMLSIC TVILNSadCISay- Gg CI LORMLLSIC TVILNICISAEV dVVW DONINOZ SAISNAHSYdWOe ) Nev ae CET Tel ON td So Eee } LUVHD PPOUGGP “DIDIK GD PUDPGIODS” Y22? PIT OL Ee) unjd suruoz days qsayf ayy fo sjuam -a34DJUA aaIsSsaIINS 0] apins D ysiuan{ 0] pausisap st pjaysursdgy savas 4of unig suruoz aarsuayasquor ay T === \ ats j A = Jee SSS ae 7 Js if J J U | See: eee fel en a er Spe 7] ae Gee 1 aati eS f— Slee = dlrs hsssa ===5 = r— i} i ee) Se eee ee il i " 7 i} pen sain ieee i" AI VW "1 a it " a | a | a Ses SS ro oe ee [ papas) Leslie ec ieee an | ee ia ee ee ii ee po an een fo) al ae perl [ee ji We BAe oo et aites att ite a Rie Boe ee | ee =| 5 bea leaws| a Be \ je eae a: : = BP) 5 "a : vl 4 GeO RIOD sl <=! i! tLwdLILIL PoE Maas i ie Si it leone Fi setten3} ff Pe | e/g ce a oe Ocoee oe eee IESE LIL mgeeeainsstessesss) passa Se SE | eceee™ cc ZONING PLAN 29 The average population density over the entire city within the present city limits is 8.7 people to the acre, the average density in the residential section being 10.3 people to the acre. Based on an average population density of 12 to the acre, which is considered con- servative for Springfield but is low for larger cities, greater Springfield is arranged to accommodate approximately 200,000 people, which as indicated by the population curve will be in the community by the year 1968. In referring to the popula- tion curve, Chart No. 2, it will be seen that the rate of growth has had a tendency to decrease, as for instance from 105% per decade in 1860 to 14% in 1880. In 1910 the rate of growth was 52%, while in 1920 it dropped again to 15%. The average rate of growth has therefore decreased over this period at the rate of 2.7% per dec- ade. This has been taken into consideration in the plotting of the curve for increased popula- tion. The comprehensive plan shows in comparison with the above acreage, 2,100 acres de- voted to heavy industries, 350 acres to light industries, 800 acres to commercial uses, 1,840 acres to apartments, and 3,000 acres to schools, parks, and forest preserves. It will be noted that the heavy industrial district has been located to the northeast of the CHART 2 - : . Population Cates {ee Serenricit city, spreading out ina fan shaped area from a point now forming one of the industrial sections. There are several reasons for this particular location. First— as will be noted by the wind chart, prevailing winds are from the southwest. A factory dis- trict to the leeward of the city would be therefore far less objectionable from the standpoint of smoke, gases and noises. The character of the terrain in this location is suitable for fac- tories and their attendant freight lines. This location would also place the factories nearer to the large existing coal mines and to the proposed impounding lake from which water could be secured at minimum expense. Districts for light industry are placed as buffer strips between the heavy industrial and residential sections, and in such locations as to include most of the present factories, 20) EXTENSION AND IMPROVEMENT OF SPRINGFIELD, it being proposed that while these existing industries would not be molested they would be encour- aged to gradually transform into uses not objectionable to sur- rounding territory. The commercial district would absorb the present down- town retail section and would extend eastward in the general direction of assumed industrial growth. Neighborhood commercial districts are placed at convenient points to serve to the best ad- vantage the residence districts around. In this plan comparatively large areas are designated for apartments. These would natur- ally be grouped close in on land which in time will be too valuable to be used for single family houses. The comprehensive zone plan also sets forth areas for parks, forest preserves, boule- vards, and school sites. Immediate Zone Plan*: As set forth ina separate ILLINOIS WIND CHART LEGEND PRESENT CITY OF SPRINGFIELD FuTuRE City OF SPRINGFIELD [__) PROPOSED FACTORY DISTRICT E=3 Average prevailing winds over 40 year period compiled from U.S. Government records publication, the immediate zone plan consists of three charts showing restricted areas for special uses, height and area of buildings. The following table shows comparative areas in use in the present city and as provided for under the comprehensive and immediate zone plans. Heavy Industries... Light Industries.... Commercialieeee ess Apartments.; 4... Present Immediate Comprehensive Area Zoning Plan Zoning Plan 200 Acres 1100 Acres 2100 Acres GUS 453. shilra 20 Se0) pan SLD» ae 150 ee 70 Mea 1840“ *Adopted by the Springfield City Council July 28, 1924—Published separately. ‘cua pundsualag'’ “Ladd = TTVOS - GI SidaauLge agsodoug Ml SLAAULG ONILLSIXY dVW dYVIHDNOYOH]L NIVW-W NVId GI4IdONIUdS AHL eR FART AE ENERO SS TST SO SNE IE VORA EEE SP TS I CIE EE SEE OST ' 9 LUVH,) aU GZ? ob02Y4¢7D Lt _ -- — ry j = V et 1 } | a i | = im! q {= J HES Ic - NOLLYES NOiNn{ Be = a LL] os aT CP oeipey 5 —— & 5 = Sen a I | { | : f =e IL s 7 Ta kt OLONE i | Ei | Z | | | fe. | | F w/ - MAIN THOROUGHFARES HART No. 6 shows a proposed system of main traffic ways leading into and through Springfield. It is suggested that the portion of Eighth Street between Sangamon and Peoria Avenue be widened to eighty feet to facilitate traffic through the city on Sixth Street. In order to take care of through traffic to the southwest, Ninth Street should be extended to the South Jacksonville and St. Louis Roads by a new thoroughfare along the Wabash Railroad right-of-way. Much of the through truck service would in this way be diverted from Sixth to Ninth Street, relieving present congestion in the downtown section. Washington Street, east and west through the city, would be connected with Jefferson Street with a short cut-off east of Walnut. This would give a better connection with the important Beardstown Road. East Washington Street is connected with Clear Lake Avenue, and a northeast diagonal is shown connecting with E. Grand Avenue and the Riverton Road. The Petersburg Road from the northwest would be widened with connections to the southeast with Carpenter and Washington Streets. A connection is shown with the Cantrall Road leading to the southeast over Spring Creek and joining with First Street, which in turn is extended past the cemetery and into the proposed boulevard on First Street. To the southwest Lawrence Avenue is connected with the North Jacksonville Road by two proposed diagonal streets between Lawrence and South Grand Avenue. Eighteenth and Wheeler Avenue are carried through with curved connections at Vine Street and the Litchfield Road. Rochester Street to the southeast connecting with Cook Street is shown widened and extended, making a better connection with the south road to Decatur. Peoria Road is shown widened to one hundred feet from Eighth Street. South Grand Avenue would be carried through to connect with the Jacksonville Road. The widening and parking of Capitol Avenue and First Street, discussed later under the Park and Boulevard Plan, will have an important bearing in this scheme of main thoroughfares. These main thoroughfares, consisting for the most part of existing city streets and country roads, thus connected and extended furnish a framework for the secondary street system. They enable the extension of car lines at satisfactory intervals and furnish con- tinuous through routes for both long distance traffic and for direct traffic between inter- city points. These thoroughfares should be widened to provide for the excessive use they will be forced to accommodate. In most cases they should be not less than one hundred feet in width. In the case of extensions the necessary width may easily be taken care of when land is plotted. The widening of country roads may also be easily carried out. In the widening of city streets, however, considerable forethought and not a little expense may be necessary. The method best employed undoubtedly will be to establish by ordinance a set- back of building lines and to fix upon damages to property owners as new buildings are 31 OZ EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS erected. In most cases, however, these damages may in reality become benefits when increased frontage values due to the street widening are duly considered. t aH SHIP, cities ( BU ASCO VAL uu 7/mmi Bett | Lift We SS A E> ! {S52 Sea 1 ye > te be Fes : Eat , Sones 2 2 KX , Ke) a Rt | =) / CATT ROTH | eae ie pyar | aunties 4 | | Bape) a SMa ieReneta: sMuvd ONLLSIXy a | Sr | I MSLAIULS GAsOdoug- SLATULS ONLISIX I HA STOOHOS dasodoug::STOOHOG ONIISTX] ail NW1g ‘TWYaNaD NVId CQ T4dILONTYdS pee. 1 LavH) PO’? /P DDIIS YD PUOPGJIOHY Y22? RMOOIVIACE tS 1777 ! t , Sea Pe om r 100, ---= in ' = 1! ! eS EE ee SS ee ss ae a VE a i (LiL it iit | L L i =a = ja eee i) ae -—..—-} wh \ a : were smite 3 = A : oa 7 2: 5 ——# Iie = GS EE BAAR = a ppceafineafnes a? EF - Y ; ie ‘ iH e- : 3 Gen GOA ae VS <=i=---4r-- iH W . oh f OG E u " — tt — JL. = —— ee i= i see Sanne Lyi] ' — seee Ooo RS a qeettied ay Sinai TIA L ra i ‘Ee: Lo a | necr ret Theat Aa) aes ie A qezerst bowed beer ben)! | aR IS: PR ee oo None! beret ened soothe. Sif H fi a oe: . NR gee ae Se ss tr] LJ LJ S NOUNA| => =. WE ‘OL =f | LLL . nas tien eoe ese : ASS =m — Ly eS LOLI ed : ; } a Jt. : ‘ y s a7 | RZ: THE GENERAL STREET SYSTEM HE street system proposed calls for rectangular blocks with diagonals and with curved streets for residence districts along streams and ravines. Blocks are arranged eight by fourteen to the mile with one hundred foot streets on mile and half mile lines, and sixty-six foot streets elsewhere, except in the factory district. Standard block sizes are 585.5 by 306.3 feet, providing 153-feet depth of lots. It is recommended that no alleys be used other than in the manufacturing and commercial districts. Blocks have been arranged as far as possible with their long axes toward the city’s center. Great care has been taken to make logical connections with existing streets. Curved street plotting has been utilized in districts remote from the industrial section and where the topography of the land makes such street arrangement more pleasing and economical. Care has been exercised to extend these curved streets through to logical connections with both exist- ing and proposed thorough- fares, so that no blocking of traffic will result in their use. Areas arranged with curved streets generally have somewhat larger blocks than in standard plotting. This is desirable on account of the demand for larger lots in the better residential sec- tions and by reason of the fact that it has been found desirable in such plotting to minimize street intersec- tions. One of the examples of bad street plotting, nearly three hundred of which Crested ifficulty hoe were found in the Springfield survey. been found in harmonizing the variety of block arrangements found in Springfield. De- tached additions have been plotted with various sized blocks and with streets not in line with older additions. To connect these detached streets it has often been found necessary to use curved intersections. The street plotting has been carefully fitted with the proposed park areas and attend- ant parkways leading along the ravines and water-ways. In the industrial district the plan provides for six by ten blocks to the square mile with one hundred foot streets on section and half section lines, with sixty foot longitudinal and seventy foot horizontal streets. Blocks would be bisected the long way by railroad streets of forty-five feet in width, which would provide for a single line of track and parallel switches. This arrangement would give a lot depth of 207.5 feet, which is ample for factory units. As usual, considerable saving has been shown in the proposed scheme as compared 33 34 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS with the present street layout. This is more easily demonstrated on account of the large areas in Springfield plotted to square blocks of rather small dimensions. In the central portion of the city 36 percent of the entire area is contained in streets, or 23.76 miles of street to the square mile. In comparison, the average area devoted to streets in the proposed plotting is 27.94 percent or 20.5 miles to the square mile. Reducing this to miles of streets saved in the new plotting, as compared with what would have obtained had the original plan of Springfield been extended, a saving is shown of eighty-five street miles representing $8,693,000.00 in land, figured at an average price of twenty cents per square foot, and $14,314,000.00 in street improvements, or a total of $23,000,000.00. While it is true that this large amount of money would be expended under ordinary circumstances by individuals in developing private land for sale and that this money would be returned with profit through the sale of lots, nevertheless, it represents a vast amount of unnecessary waste which must be reflected in land values and which in turn would handicap the city in its competition with others more scientifically arranged. Money always represents carrying charges and the capitalization of this amount, based upon 200,000 population, indicates that every man, woman and child in Springfield, say forty years hence, would be represented by an annual carrying charge of $5.75, or, figured on the basis of families and assuming one family to every five people, each family would be represented by an annual charge of approximately twenty-five dollars. It will be seen, therefore, that although the chief end in view in planning streets is to provide adequate and convenient traffic ways and an economical use of land, not the least to be achieved in this respect is the saving of money to city dwellers. Control of the Subdivision of Land The City Plan Commission can therefore perform no more important service to the community than by acting as a “‘watch-dog’”’ regarding the future platting of land in and around the city. In this respect the Commission is aided by House Bill No. 306, approved by the Illinois Legislature June 24, 1921, which provides under Section 3 that: ‘“‘No map or plat of any subdivision presented for record, affecting land within the corporate limits of any city, village or incorporated town which has adopted heretofore or shall adopt hereafter an official plan in the manner prescribed in this Act, or in con- tiguous territory outside of and distant not more than one and one half miles from such limits and not included in any city, village or incorporated town, shall be entitled to record or shall be valid unless the subdivision thereon shown, shali provide for streets, alleys, and public grounds in conformity with any requirements applicable thereto of such official plan.” | Realizing, as we do, the importance of considering such a city plan as this as a flexible thing which should be looked upon as a general guide only in steering the structural upbuilding of the city, we recommend that certain regulations for the plotting of land be required. We believe that once it is understood by the citizens of Springfield that the real policy of this plan is to work the greatest good to the greatest number, that little opposition will be found on the part of property owners in conforming to its basic recom- mendations. ee > i (Pare : aK ie st soot oo Be ame eee eS |; = ae) ee | ft. ama | Ragas | oe / b S58 best om ‘ ales aaa t f : i 2 Ir ia 2 a d-7. : _aeOWsLIVG ana £ eens fie Se Bee 5 Se ae =) jE me sits ras 1 st aiaieiaiaian aise Lar--—- eyes tei ale ee cleat RT We 4 bh wo Wt of 8 SE Se aS ef a eee | A iy cate ae i! 1 in He ss 1 oat Ju JL ILS i ba oa at OWE? tay, gt Se S15 ate aot. ra : papal a ate ae fests _ aimee NN ef... MEE SLITS ~CANOCNYav ted) | m=] = CLITULS §=CINICIA = ae ae SLAIULS AIAN SNOILDTYYOD PY SONINACIA! 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NG ee ae oe RS | eee Re ees tt Nee es a |e af Hees Fe eee a a a tt Se i ee eed Me ee (a | ee | ee Le caer | cera | becieecar, | aad) aman | fam cam: | Cami | camae | Ro IL ot ae Ba ee ES Sh Baas as 5 oe S253) pee | Se fay ee es Wea \ eo < ia —— I a? aes | aoe meme H ie | Cage eee || ee pk ames | ete ee OOO OOOO DOOR O380o0 eS Ma es ya ae Be Se ee , OC CSAS Oooo -_Ve ee Ol aes sey | | | i | oom i) | | = = 1 | =2) 7 ' i] Abe} See Ree Eee her Pe j a 2 cats | Rommes (bets hea A ee CJ = dk Pee ee ee SSeS =--- edo talon eat } Sed | ee | ia Sheet bed eet ares — Se ee ee SR een ie Sy SSS ee a 7 OOUIG = ag othe i aire ein, ea LAE SE WG SIL “7 OO 7a 1 FIO FIC) cs Sancnag ee CAPITOL z < 3 — z WLLL LLL LLL ELL LLL LLL TLL LLL - | Guo QOUU0 OOo pe ROG Sl ba: =| * a ANNANAANANANAANRAN ARAN AVE PEE LILA PEPTTTTTPAV ITT?) Cnupcn ory ) | ANMRANUAAAYUIANNUANAY APE eared) Pei Tn A. if 7m COTE aim (TT acca eae ctcut nH AA AVE FOURTEENTH sT FirrTectutT a sT. THIRTEEN TH ST. SCALE IN FEET 700 30200 900 faut 2d CHART 12 THE GENERAL STREET SYSTEM 39 THE SPRINGFIELD PLAN FIRST STREET WIDENING MIL L ER rae Scace In FEET oocgouogooost CHART 13 40 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS Capitol Avenue and First Street Widening It is recommended that Capitol Avenue be widened to one hundred eighty feet from the proposed union station site to Seventh Street, and to one hundred twenty feet from this point to the Capitol. It is further recommended that First Street be widened over its entire length from the Capitol to Oak Ridge Cemetery and from the Capitol south to Scarritt Street to one hundred thirty feet. Pavement Widths in the Downtown Section We have recommended in a separate report that in new paving operations the pave- ment width of Washington Street from Second to Tenth Street, and Fifth Street from Monroe to Madison be made fifty-six feet; that Capitol Avenue pavement. be forty-six feet, and that Jefferson from Second to Tenth Street be forty-eight feet in width. We would suggest that in future cases of street re- habilitation pavement widths of fifty-six feet be secured, if possible, on all streets on which there will be double car lines. This will give room for parking cars along the curbs and for one line of vehicles to move without obstruction First Street approach to Capitol on each side of the car tracks. On streets contain- ing one car line forty-six feet between curbs should be maintained, and on streets containing no car lines at least thirty-six feet. An important point in the consideration of street widths is the radii of curbs at inter- sections. No small amount of congestion is caused by sharp corners, thereby forcing larger cars and trucks to take to the center of the stréet in making turns. In Milwaukee, Wiscon- sin, an ordinance requires that the length of radius be equal to the shortest distance from curb to property line and should in no case be less than fifteen feet. The setback of building lines has an important bearing upon this subject as it determines the range of visibility. Unquestionably the greatest danger in automobile operation exists in the outlying residential sections where cars are apt to move at greater speed. Usually single family residences are surrounded by yards, giving ample setback to enable unobstructed views across the corners. Corner stores and apartment houses, however, are apt to build up to the property line, thereby shutting off the view and bringing about dangerous situa- tions. Setback from front property lines as provided in the zoning ordinance is important in this connection. THE GENERAL STREET SYSTEM 41 Furnishings of the Street The street is most intimately associated with all phases of city life and its arrangement and furnishings have no small part in influencing the city’s standing and desirability. It is essential that the streets should be more than mere traffic ways made passable in order that people may reach their places of business from their homes, or in order to carry the vehicular traffic necessary to the city’s operation. Like all other parts of the city, the street is apt to be built erratically and without program. Paving, lighting, planting and general ornamentation are apt to vary according to the ideas of individual property holders or successive city administrations. The street system when viewed as a whole often presents a very heterogeneous and unsatisfactory aspect. Nota small part of the dis- a comfort incident to the use of | THE SPRINGFIELD | PLAN streets is due to the constant | coe eg ee change in types of pavement a a ibe? and their inappropriateness. ; i ‘s ieee Various kinds of paving should i & Be Re be selected to fit certain types of streets. It stands to reason that streets subjected to heavy traffic, such as those around the —_—_——_—— #2. — WEST CAPITOL AVE. freight yards, warehouse dis-_ | ae cn aoe tricts, and in the central busi- | a Tepe” Sg ee, L ness section, should be built of such materials and in such man- ner as to best meet this parti- cular condition, while streets in the residential section, serving only to accommodate compara- tively light traffic, should be paved accordingly. Asphaltic concrete pave- ments have proved very satis- fe a (od imei q factory in residential districts : and on park driveways. These can be laid by municipal forces Cmerican Peas Busittorey FS 3 Hage at a considerable saving under ordinary contract prices. These pavements are sanitary, easily kept clean, are resilient and noiseless and have estab- lished a reputation for withstanding for long periods present day traffic. Vitrified brick, granite block, and wood block, properly laid on suitable foundations possibly are best for heavy traffic thoroughfares, where the character of use remains fairly constant. FIRST STREET. WILLIAMS BLVD. EAST CAPITOL AVE. CHART 9 42 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS It is desirable that streets be improved uniformly over their entire length and not be subjected to repeated changes in types of paving, lighting, etc. Lighting While details such as street lighting do not come strictly within the province of city planning, some general policy should be adopted and kept in mind regarding this very important element of street furnishing. Styles in lighting will unquestionably change from time to time, but street lighting of some sort will always be necessary. The science of street lighting has progressed rapidly within the last decade. Not long ago we had to be content with an occasional gas light at street corners. Then came the overhead arc, blinding in its brilliancy and seeming to make intervening spots even darker. It has at last come to be realized that the function of the street light is to illuminate the pavement and sidewalk without the lighting unit itself being overconspicuous, or without causing the distress brought about by glare. Frequently spaced units of com- paratively small candle power are used, and lights are softened by globes or shades to present a continuously illuminated street without successive dark spots. There remains to design THE SPRINGFIELD PLAN the lamp standards that they VARIOUS TYPES. OF STREETS. may have architectural beauty. Much has been accomplished ry o~ fo os along this line in recent years See a oy foe . and the mechanical draftsman — Ta employed by cast iron foundries i ee BS: L = ae LI has been supplanted by trained eg dae eae architects, who have designed lamp standards in metal, con- crete, and other materials of pleasing lines and proportions. In this way, lighting schemes have been made distinctive and in every way pleasing. Street Tree Planting Perhaps the most abused and neglected of all street furnishings are the street trees. They too, as arule, have been installed and cared for according to a mul- titude of individual whims and fancies. No two streets, rarely two blocks in succession, have women eee been planted uniformly as to Cart 8 size, species, or spacing. SECOND DEVELOPMENT. SECOND DEVELOPMENT. THE GENERAL STREET SYSTEM 43 Once planted, trees are subjected to every imaginable abuse and neglect and to what often is still worse, the ill advised care and attention on the part of abutting property owners and commercial tree doctors. This, together with the artificial conditions to which they are subjected, gives a striking example of the tenacity with which trees cling to life. Should of a sudden the street trees of Springfield die or be devastated by insects or fungous diseases, as has been true in some of the eastern cities, there would at once be raised a popular clamor which would cause city authorities to go to any expense for their protection. Fortunately, no such contingency has arisen, but nevertheless there is a great need in Springfield today for better care of street trees. There are few species of trees suitable for street purposes. Soft wood trees are unsatisfactory on ac- count of their short life, their tendency to break and splinter during storms, and because they are more sub- ject to the attacks of borers and other insect pests. Soft maples, poplars, ailanthus, black locust, and catalpas come under this head. Other trees, satisfactory for lawn planting, are unsuit- able for street purposes on account of their shape, habits of growth, and peculiar susceptibility to smoke, gas, lack of water, and other handicaps to which street trees are subjected. Birch, beech and most conifers, valuable in general landscape treatment, are unsuitable for the street. In Spring- field the list of satisfactory trees is still further curtailed because of the great amount of soft coal used. A tree, to be suitable for street purposes, should have the proper shape, spread and symmetry of growth to furnish shade and to present a symmetrical vista along the street. Unless tress are spaced properly they dwarf each other by overcrowding and can not grow into the fine specimens that would otherwise result. In order to produce the best effect, a single species or variety should, where possible, be planted along the entire length of the street. On most of the streets of Springfield fine specimens of suitable species are found. These should be retained. Good specimens of objectionable species should also be retained for the time being, if they do not crowd better trees. Decayed and inferior specimens should be removed and replaced with nursery grown specimens as large in size as can be conveniently planted. Thus, gradually, over a period of years all objectionable species can be removed and the streets made to take on a satisfactory appearance. Streets in new additions should be planted with smaller trees, but with careful consideration as to kind, spacing and manner of planting. Forest-like aspect of Springfield from Capitol Dome 44 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS This all calls for the establishment of a central control. Satisfactory work of a city wide nature can never be secured by individual effort on the part of property owners. In some cities such control is vested in the park board; in others in a special department headed by the city forester, and in still others it is absorbed in the department of streets and public buildings. For many reasons the park board is best fitted to undertake the work. It is closely allied with other park operations. The park department, as a usual thing, has an organi- zation for forestry work and possesses the special tools and equipment necessary. The executive head of the park department should be, and usually is, experienced in arbori- culture as well as in the other branches of landscape gardening. The trees on the city’s streets really constitute a continuation of the parking system and therefore may be fit- tingly included under this department. We recommend, therefore, that an ordinance be carefully drawn and passed by the City Council giving to the park department the care and control of the street trees within the city. Private owners should not be allowed to plant, cut, prune, or otherwise interfere with street trees unless by special permit issued by this department, which should in all cases insure the carrying out of the work in accordance with a well formulated program. Comparatively little money will be necessary to inaugurate and carry on this under- taking, although a certain appropriation will be required annually. The department should start a municipal nursery for the propagation of suitable trees and should undertake and continue the work of rehabilitation by gradual stages year after year. The good results that can be brought about by such a program will in a few years become strikingly apparent. General Street Ornamentation There are many ways in which streets can be made more attractive. The doing away with overhead wires and signs, the placing of statuary, fountains, garden seats and other garden furnishings at strategic points, the cleaning and planting of waste spaces at street intersections—all may be made to contribute to the city’s beauty. Far too little attention is paid to such matters gen- erally, and in consequence streets are suffered to be- come dull and unsightly and entirely out of keeping with the homes, office build- ings, churches, schools, parks and other standard features of the modern city. In these features care is used in both planning and maintenance. The framing thereto—the streets, Del emir heey tas ZIT ade ae nha, OA oe cake should receive like atten- ERE” tie | mn Pee ce ee ges tion. An example of tree butchery THE GENERAL STREET SYSTEM 45 The doing away with overhead wires is receiving attention in nearly all progressive cities. There can be little said in favor of allowing overhead wires to clutter and make our streets unsightly and dangerous. Permits for aerial construction in outlying districts, where underground lines would be too costly, should be of temporary nature only and should provide for the change to underground lines after a term of years. Lighting circuits should be placed underground in the built-up sections without delay and as fast as possible should be followed by telegraph and telephone lines. While the initial cost for underground construction is comparatively high, it is more than offset by the saving in maintenance, uninterrupted service during storms, danger by broken wires and by the improved appearance of the city. Fortunately, advanced ideas in advertising are calling for more real art and less discordant vulgarity in the way of sign boards that once dominated the views along our streets. Well designed window displays are taking the place of large suspended signs, and in the increasing demand for attractive advertising the artist is again coming to his own. This trend in public sentiment is a fortunate thing for our cities, as regulation of street advertising by law is well nigh impossible, save where property values or human lives are endangered. Acting under this theory, however, many cities have adopted ordinances regulating overhanging signs and have prohibited the encroachment of sidewalk space by sign standards. Freed of overhead wires and signs, with a uniform lighting system and well cared for trees, the street takes on an aspect of orderliness which is only in keeping with the pro- gressive city of today. These are but evidences of good housekeeping and should consti- tute a part of every civic program. There remains to be carried out judicious ornamentation such as the placing of statu- ary, fountains and garden furniture, the planting of little triangles and odd spaces with shrubbery and flowers, and the improving of street vistas in various ways. The streets of a city present a never ending opportunity for such efforts in the cause of civic art. Philanthropic individuals, improvement and art clubs, and the various civic bodies herein have a fertile field for work. RAILROADS ia SPRINGFIELD is to build along the best and most economical lines, every advan- tage afforded by railroads entering the city at present or which may be built into the city in the future must be fully capitalized. By the same token, every disadvantage to the city brought about by bad arrangement should be overcome without delay. There is little reason for holding to the hide-bound idea that railroad lines are inflexible and not subject to alteration. This idea has perhaps arisen from the fact that railroads were early on the ground and to a large extent influenced the location, as well as the later development, of the city. This close relationship between the railroads and the city may account for the rather complacent attitude often taken towards the many evils growing out of the unfortunate placing of lines and the bad effects arising therefrom as the city assumes larger proportions. In reality, it is not a superhuman task to change the location of a railroad line, and if this change will bring about a convenience to city dwellers, a saving in expense to ship- pers, a greater protection to human life, a saving in operation costs to the railroad, and a more attractive and desirable city in which to live, and especially if these results can be figured to offset the expense of the readjustment, such benefits should receive most careful consideration and be carried out without delay. It is the purpose of this report to show first, the condition in which Springfield finds herself in regard to railroad lines, and secondly, to outline practical improvements in the general arrangement of these lines that will insure the above results. Springfield is served by six steam roads and one electric line. Three of these roads, the Chicago & Alton, the Illinois Central and the Wabash, traverse the city in a general north and south direction, paralleling each other at close intervals. Three railroads pass through the city in a general east and west direction, coming together at Madison Street, and separating to the east and west. To a large extent, these roads occupy city streets, the Chicago & Alton—Third Street; the Wabash—Tenth Street, and the Illinois Central, Nineteenth and Twentieth Streets. The C. P. & St. L. occupies Fifteenth and Nineteenth Streets to Madison, and Madison Street is occupied by railroads from Logan to Nineteenth Streets. In addition to this, the I. T. S. Electric Line operates its cars through the city on public streets. Con- siderable building frontage is involved along these railroad streets, bringing about an unusually bad situation, and the fact that the railroads to such a large extent occupy public streets possibly explains their delinquency in bringing about grade crossing separation. Considering the small mileage of railroad lines in the city, there are an unusual number of dangerous grade crossings and a marked depreciating effect on property values. The present arrangement makes for a multiplicity of stations, freight houses and yards, which are scattered over the city promiscuously, and the baneful effect of smoke, dust and noise is distributed widely throughout the city. There has been a tendency to build fac- tories along these lines in a way to bring about an unhappy mixture of industrial and residential areas. 47 48 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS In the case of the Chicago & Alton, the road is carried within close proximity to the Capitol, greatly injuring the outlook from this building and cutting off the State Group from the business section. The inconvenience and danger brought about by the large number of grade crossings are indeed serious. There are at present one hundred and thirty-nine main line grade cross- ings within the plotted area of Springfield. Of these only forty-three are guarded and the guards on these crossings average only fourteen hours of service each day. At many of the crossings the guards are withdrawn at night, even during the evening rush hours. Street cars cross railroad tracks in Springfield 4,277 times a day, according to the present schedule. Delays to street car service of five minutes or over total as high as one hundred sixty-eight minutes a day. In this count only instances were noted where cars were blocked in violation of city ordinances, and only cars actually delayed were counted. Other cars delayed on the same line were not included, but it is frequently necessary to drop one or more intervals in the car schedule during the day by reason of this situation. During the period elapsing between 1908 and 1922 sixty-four persons were killed on erade crossings in Springfield. Thirty-five of these fatalities occurrred on the Chicago & Alton and sixteen on the Wabash. It is a significant fact that the majority of accidents have occurred on guarded crossings at which the guard was on duty at the time of the accident. Indeed, twenty-two of the sixty-four fatal accidents occurred on three crossings all of which were guarded. This clearly demonstrates that due to the unsolvable human problem the guarding of grade crossings by gates and flagmen does not insure against accidents. The cuttine wpe. Springfield by numerous railroad lines not only makes for danger and in- convenience in the use of streets, which is reflected in the delays of street cars and to a much greater extent to motor cars, horse-drawn vehicles, and pedestrians— delays which cause an in- calculable loss of money during a period of years, but it brings about a loss in property damage which in- creases with great rapidity year by year as the city grows larger and land therein becomes relatively more valuable. The shutting off of development north and south demonstrates this in connection with the lines on Madison Street and again it is shown as reflected in values of property lying east of the Wabash Road and separated from the center of the city by a wall of shops south of Capitol Avenue. It would seem a pity, therefore, to continue inflicting upon Springfield the dangers and Crossing of Alton and B & O lines in heart of the city RAILROADS 49 handicaps existing, which will grow more serious as time goes on, when a cure can be effected without in any wise interfering with transcontinental traffic or local service to the city. Franchtses: With the exception of the franchise pertaining to the Wabash location on Tenth Street, which is missing from the city records, all franchises allowing the use of city SPRINGFIELD PLAN GRADE CroSSING DEATHS 1906 —1922 n/a Camp BuTLeR a BB Rive.ey ENTERPRISE WB Passes Ave CARPENTE Wofvenrecenr 7. k 2) | Ny a 2 z w » S y CENTRAL RR /LLInors JACKSON V/LLE AVE CHART 19 Sixty-four persons were killed at grade crossings between 1908 and 1922 50 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS streets by railroads provide that carriage ways must be maintained on both sides of the tracks, except along the Chicago & Alton, where a road shall be placed on one side only. It is provided that safe and convenient crossings be built and maintained at all streets and alleys and that drainage be taken care of by the railroad company. In the case of ordi- nances based upon these franchises, speed is limited to six miles an hour for freight and ten miles for passenger trains, and, in addition to this, streets shall be blocked for not more than five minutes. Only a cursory inspection of conditions is needed to see that these provisions are very generally ignored. As has been set forth above, only forty-three of the one hundred and thirty-nine grade crossings are guarded. Driveways are not provided along the rights-of- way; and in the operation of trains little or no attention is paid to speed restrictions im- posed by the ordinances. It would seem, therefore, from the standpoint of franchise, that the position of the railroads on the public streets of Springfield is at this time untenable, while, on the other hand, should these provisions be enforced to the letter, an expense would accrue to the railroads which would make the combination of lines into single groups and the elevation thereof a wise move from the standpoint of economy. Service: On the whole, train service, both freight and passenger, in Springfield is fairly good. Some discrimination has been shown in the matter of freight rates, but this bids fair to be cured by the State Railway Commission. From the standpoint of convenience as regards freight shipments, the situation in Springfield has little to commend it. As is usual where there is a multiplicity of freight yards and stations, there is delay in placing cars and in their location by consignees. The city has reached the size where there can no longer be expected the personal attention given in small towns, while there is, on the other hand, a lack of efficiency which undoubt- edly would not obtain could these yards be combined in larger units. The various passenger stations, while conveniently located with respect to the busi- ness center, are small and not of such character as to lend attractiveness nor dignity to the city. As usual, the development around these stations has resulted in a series of poorer class business sections on land which is otherwise strategically located to bring larger returns. Due to the scattered locations of these stations and to the inconven- lent access by street cars, strangers in the city are apt to experience no little confusion. Any plan for the improvement of railroads in Springfield should look forward to a much larger city and at the same time provide needed benefits for the city of today. It should aim toward the consolidation of railroad facilities, both as to freight and passenger traffic, should minimize trackage, do away with grade crossings, eliminate duplication of service, the back-switching to passenger stations, and should provide centralized yards for the breaking up, storage and classification of freight. It should provide for the removal of through lines as far distant from the heart of the city and the better residential sections as practical without bringing about inconvenience. Economies from the standpoint of railroad operation and use by shippers should be one of the primary objects. =~ AP hy hee 7 v7 pes 1 ; w - ; A . : : a - . @) » =) *7 ed NOWLOVU], GIONITI] WAILsAg . OOVOIHD Viioag == a — Zag not LS —=s ——— pa l Trae a ‘7 weer yf jj s jEera? SAVMGNS Re SAIV®) ONISSOU) —- STIAG DONISSOUD 6 NAWHOLYM. DNISSOUD =f SUaIMO]L, DNDIOOTULLN] SAIULSNAN] LNISTd DNIMOUS NV'Id GVOUTIVY DNILLSIXY NVId A1aIMONINdS S] LavHD WU jNOLTY Q OOvwOIHD = oe eee SIONIT1I] i T = Viet SS os SION I1TT[ { cS = ~~ = SSE own ee 908 rez NS a¥ tae ~ we eed yo yy I Ie : es ee | : ZN ue ever % PS oP R peel ee ! | enews «iE — wae | 2 neeg bree Ft ues = rt @ AES om “ EF pee Wy ees 1 Barter = 125 \ ue ry Is “ENIL zi peace — Ee gel tess a t Bd ell be “ “— om are wereeum LA N oh Bi he facet! oat i STE a . ae fy Jy) pos ! laf | // Yu | 4H So ie ae SS OS ae es PO y 2 = 2 « | ir er FE a ae 7 re or : x ‘ i 4 a oe rene Be saree H i 7 : a " a - 7 — , = ine = « ‘ | A aS U AR va J « », > Va laa An & an T “aa $3 ae 25 1 ‘ oS Aone = os 0 wa wy z | ZO Za zza, = «EO 288s : jad me i2as { 3 Se Bae eae ; wm) WanE ; he, — = a ra o oe ——. At, a Om. | y a "02> ty). = re ea i 1, @ LROAD PLAN EXISTING LINES —— PROPOSED LINES —= SWITCHING LINES === ELEVATED LINES === PROPOSED RA Zz = A eS — DS [ UO as Gas ae Y) Bunn Park Ato Ty X UIE econ tenes oe) [Ss # i BEARDSTOWN a BINOTIC 0, CHART 17 RAILROADS 65 Operating expense of tower capitalized. . . . . . . . . $120,000 6 trains a day @ $5.00 per train mile capitalized . . . . 700,000 $820,000 Saving inline change .. . er een 177,980 Net saving in favor of propose Btn as meariat rents Dia teeac s eee ee, See ee 702,020 4.3 miles of ae mpridened:. 4.5 miles of new line. 3.25 miles extra distance. C. 1. & W. Cut-Off PROPOSED PLAN From Sugar Creek to Tansey Along Grand Avenue East: mee A OTe (40cm er et ty $+ 5-300 Pipe culvert = ad OS? Vee re ee 500 6,000 ft. track Facet up food AERRE, ee ra eee, es, 3,600 Soo ere Oe ee 4,500 Pima CALA IGM at eae he Gi. $2). \ 2 co ce Be, 2,500 PpieiiteGie AVI MET aS ae a a Gone eo 7,000 | $ 23,400 15% overhead and contingencies ........... 3,500 $ 26,900 4.25 miles of line abandoned. 3.1 miles saving in trackage. Alternate C. I. & W. Cut-Off From Keyes to Sugar Creek on B. & O.: Excavation@40¢. .... ho) Ope By Rs Peet eee ev ists 5,000 ft.track taken up and pee Siok Recpie te a i so 3,000 3211S ae er eR Noe Pe gh, SFf50 Sifare al eyayeegeyantss oA Se en 6,000 EG. Ce Ol- Wid ae ee Pedy 5,000 $ 51,508 15% overhead and contingencies .....2:.°..... lee $ 59,230 Extra tower to be maintained—$6,000 a year. . . . . . $120,000 5.5 miles abandoned. NOTE: This shows a great increased cost over the proposed plan and also gives a prohibitive grade. 66 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS Second Track—C. P. & St. L. TO ACCOMMODATE CHICAGO & ALTON Ridgely to E. Grand Avenue and Elevation of Approach to Washington St.: Length—10,500 feet. 9,000 ft. second track with relaid track and new ballast. . $ 15,350 Embankment™ .. 6 eee ek ee 8,750 Ballacte eae Me eee Ge 5,000 Track taken up “nl peer tty; fPechiy a ed en eee ee 2,000 Special track work? crossings, GCC ty seaesn sane eee mre 1,500 Rearrangement of sional) tower ern ecn net ee ee 5,000 $ 37,600 15% overhead and contingenciésas ass ne 5,640 $ 43,240 Peoria & Northern Approach For Switching Only—Elevation of Approach to East Grand Avenue: Embankment @ 50¢_ . . ifs 4 Se ee ee UL 1,500 ft. track taken up antl peace eet ag 750 Ballast? i... 6. oS A ee 1,000 $ 5,250 15%, overhead and, contingencies 2p. e. gem 790 $ 6,040 I. T. S. elevation to approach at Washington Street same as above and change'to trolley. 02 9.9) ee me UU Illinois Central Second Track From Starnes With Approach and Elevation to Washington Street to Accom- modate Wabash: Relaid track and new ballast. 74,398 yds. embankment @ 50¢_ .. . er RANE 13,900 ft. track taken up and relaid @ 60d . ears © 8,340 13,900 ft. track ballasted @ 80 ... . Oe a San 11,120 Special track work and changes to Starnes toner eae: 3,000 $ 59,660 15%, overhead and’ contingencies. ss mn eee 8,950 $ 68,610 ram SPRINGFIELD PLAN GENERAL RAILROAD MAP : ELEVATED LINES === NEW SW.LINES = EXISTING MAINS === SW. LINES ) eek een ele 14,480 4,800 ft. track taken up rit eel @ 60¢. ag ee en, Bae 2,880 9,600 ft. track ballasted @ 80¢ . 1s es 7,680 3—four track subways—60-ft. opening, eechineton Tac BOMEAMCM COs reetS manne el eG ey 135,000 Tower at Cook Street . . . Sint Ge ee eD 6,000 Pavement and sidewalk Piet up ad watt a et 15,000 $234,300 i overheadseandecontingencies’) | © 5... 0)... 36,200 $270,500 Illinois Central Cook Street to Bunn Park Junction—1,100 ft. North of I. T. S. Crossing: Three track system—one track taken up and relaid, two new tracks. Length of section 9,300 feet. Embankment @ 50¢. , Peewee 115 460 9,300 ft. track taken up an med @ 60 Senet rer a 5,580 18,000 ft. new track. . . ioe Ae ee aa 57,660 27,900 ft. ballasted @ 80¢ > ie oe PA 5 subways, Clay, S. Grand, Laurel, Ash zai a new street near park, three tracks @ $38,500... . . . ... . 192,500 oweloat junction. . . . Peace Ree ce eal yeas 6,000 $397,520 15% overhead and contingencies ........... 59,630 $457,150 Chicago & Alton to Wabash Line—Single Track OOOUMCstrackirclaid, (000 amen $ 3,960 i aecd (i500 eee ee eo ee oe 5,280 era 10 8 (47 sos oe eR MAW rh Ge Oy * 9,400 TROT eereve) i pd et es i 8S AO ee ee 2,000 SG EC he ee We yt es a 7,500 $ 28,140 15% overhead and contingencies ........... 4,200 $ 32,340 68 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS Double Track Cut-Off From I. C. to C. & A. 12,000 ft. track taken up and relaid @ 60¢ . 17,500 ft. track ballasted @ 80¢. Grading—average 4-ft. high @ a Tower and signal work Overhead bridge at eer heaste corner di isin pare 15% overhead and contingencies I. T. S. Cut-Off 12,000 ft. track relaid and ballasted @ $1.40 . (racing wees : Trolley, 25, 200 ft. double @ $5, 000 a rile 15% overhead and contingencies BALTIMORE & OHIO Recapitulation East of Cook Street. . . Ts COA Rete SOUL OU Washington to Walnut Street! of ks, ee oo LGU) New lines #0 op AG ee 56,650 Gal. & W2Gul-orrec= CHICAGO & ALTON Ridgely to E. Grand Avenue... ... . $ 43,240 Peoria & Northern . . ad oe ge 6,040 Cut-off from Bunn Park ‘vs Cc. & A ee ee 86,200 WABASH & ILLINOIS CENTRAL Starnes to East Grand Avenue... .. . . $ 68,610 Gut-off Gor As to Wabash on ee 32,340 ILLINOIS CENTRAL Washington to Cook Streets . . . . . . . $270,500 Cook Street to Bunn Park Junction. . . . 457,150 Tal: East of Washington Street. . ..... . $ 8,500 Trolléy*and cut-off 9.0 ae eee 2 OU TopATer . $ 7,200 14,000 23,760 10,000 20,000 $ 74,960 11,240 $ 86,200 . $ 16,800 12,000 50,000 $ 78,800 11,800 $ 90,600 $432,300 26,900 135,480 100,950 727,650 99,100 $1,522,380 If all new eee Be AP were awa id $271, 000 less value of salvaged material. L C THE SPRINGFIELD PLAN EXISTING STREET RAILWAYS. SINGLE CAR SERVICE [J DouBLE CAR SERVICE [1] TRIPLE CAR SERVICE [pel Note: eindicates ten people LNs Gas E oe i 4 1 oe | ee | re ee Ua eo Wao JL i ie h et Lt 1"! Baa ee Part t___n__] 1 SSS rai DEPT KCE sii é sie) \ ee i LM, me 7 Lh HUWWWWU Anmnnmr t—— . . YT f tIC LS cach . 7s | h tL. Span eis: >... YK) Lif: rae y J y I \ I t YS al x We \y bees than Pak rey Ae = = an 4 i UC , Vf | ; eit ns Nia ihe Sle\ 5 Wh Lt LLL boat Lge Z La itt afta 1 IAAI AMAA tf t) . Je 4 fl H —L el -». aT Jt Ji. nh. ar iis s SS J > '’Ws,. Se SN > CHART 23 STREET CARS APES is a fundamental relationship between transportation facilities and the prosperity of a city; prosperity not only in the sense of increased population and industrial output, but measured in terms of better citizenship. This is true especially of street car transportation. Perhaps no other feature contributes so much to the possibilities of satisfactory home sections as a properly arranged and operated street car system. No other form of trans- portation has as yet taken its place, and it is impossible to conceive of cities spreading out, taking on population and functioning properly without some sort of public conveyance insuring rapid transit, operating at regular and frequent schedules on, above, or below city streets. As cities grow larger the importance of such transportation increases rapidly and must be given careful consideration in any plan providing for city development. It is to the best interests of any city, especially one located on comparatively flat land, to spread out fairly equally in all directions and to grow laterally rather than vertically. The greater the number of people living in their own homes, in houses surrounded by goodly sized yards which permit air circulation, sunlight, the raising of flowers and vegetables and the furnishing of play room for children, the better influence will be brought to bear in building up a higher class of citizenship. That city is fortunate, also, which can boast of uniform and comparatively low real estate values. Such a city is sure to attract newcomers and to be the home of better satisfied tax payers. Where transportation lines are inadequately and improperly placed and are not extended to keep pace with the growth of the city, development becomes spotted and erratic and uncommonly high values are forced upon property served by the street car lines, while sections of the city unserved are apt to suffer accordingly. High prices in the residence districts result in tenements and apartments, while, conversely, unusually low prices in other sections are apt to result in shacks and hovels. For this reason street car lines should be spaced at regular intervals and should be operated on such schedules as will enable city dwellers to reach the chief objective points of the city, such as the manufacturing and commercial districts, and the railroad passenger stations, quickly and conveniently. Further than this, it is necessary to the city’s welfare that lines be extended fast enough to keep pace with the city’s growth and preferably to keep well ahead of this growth, so as to encourage the building of homes well beyond congestion. While it is true that congestion spells profits for car companies under ordinary methods of track location, it is unquestionably true that better returns can be secured by serving the entire com- munity equally and well, and by so doing increase the car riding habit. The disposition of city councils to arrange the extension of car lines by franchise from time to time without a comprehensive scheme in many cases has been productive of baneful results. Not only is an unbalanced arrangement of car lines brought about, but lines are placed upon streets entirely unfitted by reason of lack of width or improper direction to insure the most successful operation of cars. 69 70 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS Present Conditions: In the study of the local situation in Springfield other factors are seen contributing to a rather unsatisfactory situation. Originally two companies operated car lines and in view of the natural competition tracks were laid in close proximity, paralleling each other in the more densely populated sections. Upon the consolidation of these companies the lines were combined in operation under the terms of the franchises. Unquestionably, the operating revenue has been insufficient to insure either a satis- factory schedule on these lines or their logical extension into the newer sections of the city. It has been demonstrated that car lines placed at a maximum distance of fifteen hundred feet from homes adequately serve the territory in which they are located and will establish and maintain a paying car ride per capita. The street car system of Springfield at present comprises 27.7 miles of line and 9.9 miles of second track. The location of these lines in relation to the present population is shown on Chart No. 23. It will be seen that in several instances the zones of influence overlap while in certain sections of the city inadequate or no service at all is furnished. The present use of street cars is at the rate of two hundred and seven revenue pas- sengers per capita per annum. While the local company has been able to pay a fair return, due to economical operation, little praise can be given in connection with the condition of tracks, the rolling stock or operating schedule. The interurban line of the I. T. S. system crosses the city using the tracks of the local company. These larger cars materially add to the congestion of the downtown streets. It is possible to route the I. T. S. line through the union passenger station, around to the southeast of the city in conjunction with the railroad group, bringing Springfield’s local trains for the time being into the present station at Monroe Street. Recommendations: Chart No. 24 shows a comprehensive system of street car lines for the entire district of greater Springfield, utilizing as far as possible existing lines, removing superfluous lines, and extending into the outlying sections at fairly regular intervals. In all cases proposed lines are placed on main thoroughfares which are recommended to be widened sufficiently to accommodate double tracks and to provide in addition sufficient room for parked and moving vehicles. The system as shown constitutes 71.2 miles. This will necessitate 45.9 miles of new line and 20 miles of second track, of which 11.3 would be new, or a total of 57.2 miles of new track. While the plotted district of greater Springfield is planned to accommodate 200,000 people at an average of twelve to the acre, long before this entire area is built up many sections of the city, especially apartment house districts, will have far greater population density. The car line routes have been designed with this in view. The following table shows comparisons between the present and proposed system, the last column being based upon a population of 200,000, which apparently will be reached by the time the complete layout recommended is needed. STREET CARS 71 a Present Proposed System System Population per mile of line. . . 2... 2,140 2,800 Population per mile of track . . . . . . 1,570 2,190 Passengers per mile of linea year. . . . 428,000 840,000 Rassengers per carimile 4. {9.53.0 4. a Be 6 LUV eotrielit een eee renee $3. 000:000 $8,250,000 Miles of track per square mile plotted . . 3.6 a Miles of track per square mile plotted ex- cluding park and forest preserve areas . 3.0 The proposed investment would be divided in about the ratio of 6623% for way and structures and 33)4% for equipment. It is estimated that with a five cent fare, based on the present cost of labor, supplies and power, there would be a net return of approximately seven percent. This is based upon three hundred rides per capita per annum at an estimated population of two hundred thousand. It is quite probable that the point of three hundred rides per capita would be reached before all the lines shown would be required.* The immediate abandonment of lines on N. Seventh and Eleventh Streets is recom- mended, also on S. Eighth, W. Governor and Cedar Streets. These lines show considerable duplication of service. We recommend the extension of Carpenter Street line to N. Grand Avenue and thence to Starnes; the extension of a line to Mildred; the extension of S. Grand Avenue line to Tansey, and the Capitol Avenue line to Bergen Park, with possibly a line on Eighth Street from Black Avenue to the Fair Grounds and the operation of cars on the I. T. S. line to W. Grand Place. With the abandonment of lines and with extensions as described above, sections of the city now isolated will be served, approximately one and one-fourth miles of line will be saved and without doubt a larger number of rides per capita will be secured than is true now on the lines affected. With these changes, which will entail comparatively little expense, the transportation needs of the city will probably be taken care of for at least ten years, at which time the larger program can be undertaken and carried out by logical steps. Proposed Routing of Car Lines Following is a description of routes proposed for Greater Springfield, showing transfers to principal objective points in the city. (See Chart No. 24.) dine 2A”? Commence at Ash and Lincoln Streets, Ash to Noble, to S. Grand, to Lincoln, to and across Spring Creek, along new Cross Street and N. Eighth Street. Downtown—transfers on G, H, C, K, L. Union Station—transfers on C. G. H. Factory District—transfers on B, H, M. *NotTe: In 1920 Chicago street car and elevated systems combined, having a much longer haul, had 6.54 passengers per car mile and 360.9 rides per capita. V2 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS Line ‘‘B”’ East and west cross line on N. Grand Avenue. Downtown—N, K, L, P, J, E, H. Union Station—D, H. Factory District—Direct and E, J, D, F. JEP HANES: Begins on W. Washington Street to Glenwood, south to Monroe, to Eighteenth, to Jackson, to Twentieth Street, to Capitol, past Matheny Park to Monroe, to Livingstone, to Clear Lake Road, east to end. Downtown—Direct. Union Station—Direct. Factory District—D, E, F, H, J. line ave | Originates on new streets, two branches, southeast of Bunn Park to Eighteenth Street, to Washington, to Seventeenth, to Carpenter and new street to Ohio Street, to new streets in factory district. Downtown—N, C, G, H, J, E. Union Station—Direct. Factory District—Direct or B, H, J, M, E. Line Ee” Begins at present Bunn Park line on Fourteenth Street, to Ash, to Eleventh, to Jefferson, to Fourteenth, to Carpenter, to Fifteenth, to Sangamon Avenue, to new street along Chicago & Alton. Downtown—Direct, H, G, P, L, N, C. Union Station—C, G, H, D. Factory District—Direct, B, J, M, D, H. Ane: wie North and south cross line east side of Bergen Park, north from S. Grand Avenue. Downtown—N, C, H, J. Union Station—C, H. Factory District—Direct, H, B, J, M. Line “‘G”’ Originates west of south end of Country Club to present Country Club line at Laurel, to Noble, to S. Grand, to Walnut, to Allen, to Spring Street, to Monroe, to Eighteenth, to Jefferson, to Eleventh, to Washington, to Second, to Carpenter, to Rutledge, to Miller, to Lincoln, to Beardstown Road, thence northwest. Downtown—Direct. Union Station—Doirect. Factory District—H, D, J, E. , _ or @ Tone i rs we 7 7 » y @ 4 ; 4 f D "a @ i wih D } ve : THE SPRINGFIELD ZAIN PROPOSED STREET RAILWAYS. TO BE ABANDONED % : INTERURBANSAS OI REE ty CARS. ce ) Pes: PROPOSED EXTENSIONS suususas oo ( ABANDONED INTERURBAN , a t \ Lf // Note: eIndicates ten people \ 3 \ ? 7 2 =!) ee eae 7 ea a a AS WwW JStL_JjL_SbestL a a ( Le? edo 7 Ve 1 | ee L Ft tt Lt_ ge i i a i a a 7 SHOE? REI: page LILES TT Tem ceneeeee cat ene LL Pe J | Eee are ses Fie heated J = ab Ke aL : 7 Let Freeh : co uJ i. T a Ty ' a fy oi T Www te we = SS i IPreal uy Sao 2 a Ls teu ce) SL Sa i Per ea | LILI LLL ILI” mmm tt oT (Oc J! | sr conte. Cmca Ciurck Qeiildine CHART 24 STREET CARS 73 ee | Begins on W. South Grand to diagonal, to Washington Park, north to Lawrence, to Cook and Spring to Monroe, to Eighteenth, to Clear Lake Road, to new street along Illinois Central to North Grand Avenue. Downtown— Direct. Union Station—Direct. Factory District—Direct, D, E, B, J, F. veane. |]? Beginning in two branches, one on Jacksonville Road and one on St. Louis line of I. T. S. to Ash, to Spring, to Monroe, to Eleventh, to Jefferson, to Fourteenth, to Car- penter, to Fifteenth, to Ridgely Avenue to Starnes. Downtown— Direct. Union Station—C, G, H, D. Factory District—Direct, H, B, D, E. dines i’ Begins on new street at Chicago & Alton Railroad, south of Iles, to Jacksonville Road, to Third Street, to Ash, to Fifth, to Black Avenue, to Second Street, north and northwest TOMMITIC Ae Downtown— Direct. Union Station—C, G, H. Factory District—B, H, J, M. Line ‘*L”’ Begins in two branches in Mildred and west to Sanford Avenue and Tenth Street to Ash, to Fifth, to Washington, to Ninth, to Black Avenue, to Eighth across Spring Creek to Line “A”’. Downtown— Direct. Union Station—C, G, H. Factory District—H, J, B, M. Line ‘*M”’ Cross line on Sangamon Avenue from Line ‘‘A”’ to Line ‘‘F”’. Downtown—kK, L, P, E. Union Station—D. Factory District—Direct, E, D, F. Tine ‘*N”’ Begin on E. South Grand Avenue to Eleventh, to Washington, to Second, to Car- penter, to Rutledge, to N. Grand Avenue, to Walnut Street to Spring Creek. Downtown—Direct. Union Station—C, D, G, H. Factory District—D, E, F, H, J, B. 74 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS inns Begin on road one-half mile north of Jacksonville Road to Lincoln Street, to Ash, to brickyard south of Tansey. Downtown—J, K, L, E. Union Station—D. Factory District—D, J, E. Dineen Begins at new city park at Sangamon River. Peoria Road to Ninth Street, to Wash- ington, to Fifth, to Monroe, to Eleventh, to Washington, to Ninth. Downtown— Direct. Union Station—C, G, H. Factory District—B, M, E, J, H. THE PARKING OF SPRINGFIELD ARKING, as exemplified by better forms of landscape embellishment, has always accompanied the best in city progress, and has shown in a most conclusive manner the character of the city as pertaining to culture, refinement, and desire for better things. There are few things which advertise a city so well and so widely as artistically arranged areas of land, strategically placed, where they may be seen by visitors and be used and enjoyed by city dwellers. The delight of European cities today lies in the parks and public grounds with their flowers, statuary, and fountains. In fact, their renown has been built up very largely by reason of the impression taken away by visitors who have many times restricted their inspection to these parks and public building groups. Paris, with her unparalleled parks and boulevards, has achieved renown such as to bring direct and tremendous returns in the way of tourist trade. The same may be said of other centers like Venice, Vienna, Rome or Florence. In a lesser degree, American cities have built up reputations through the attention they have paid to this branch of city building. The parks of Hartford, Connecticut, Minneapolis, Kansas City, Harrisburg and Chicago have made these cities outstanding and have resulted in direct and large financial benefits, indeed far outweighing the actual cost of these improvements. Parks stimulate a pride of city, without which there can be little real civic patriotism. So manifold are the benefits of parks that no city plan would be complete without their fullest consideration. Provision for open spaces for recreation is necessary to offset the artificial environment of city existence. This has been demonstrated repeatedly in health surveys and in the selection of young men for military service. The influence which parks exert in creating and establishing land values and in furnishing those amenities so necessary in urban life must go without challenge. As in all other factors in city building, not strictly connected with the bare necessities of work and existence, parks in American cities have suffered in attention during the formative period of this country and of its sporadic cities. During the last twenty years there has been a marked change in the consideration of adequate parking. Parks, together with art museums, better schools, churches, civic centers, water front improvement and better architecture, have marked a new order of things, an outgrowth of higher education, a broader outlook on life and the desire for those things which make life in cities worth while. Originally, parks were considered merely for their beauty, to be looked upon only as out-of-door pictures with trees, shrubs, flowers, water and landscape used as pigments. The necessity for open spaces in congested centers of population later changed this concep- tion and for a while the pendulum swung as far to the side of utility. The era that marked the development of.the playground idea was largely devoid of artistic consideration. Today we can safely say that the generally accepted standard in park design is a happy combination of these two ideas. The American city park as it is being planned today for the most part follows the accepted rules of art as pertaining to balance, propor- tion, mass, symmetry and color. Thus it becomes a picture in the truest sense of the word, 75 76 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS or rather a co-ordinated series of pictures, both as viewed from the outside looking into the park, and from many points of vantage in the interior. The grading of surfaces, the location of lakes and other water-ways, the curving of drives, the arrangement and location of planting masses and the development and framing of meadows, each to satisfy modern demands of landscape art, are carefully studied with respect to the same rules that apply in architecture, painting, or sculpture. On the other hand, good work in park design demands that areas shall provide the fullestinhuman use. They are, afterall, in the strictest sense, playgrounds. Water- ways are used for boating, skating and bathing; lawns are graded and arranged for tennis, roque or baseball; woodlands are used for pic- nicking; swimming pools are built, and gymnasium apparatus is installed. No institution of our cities is more democratic in its use than the typical American city park. To Beautiful natural terrain near Springfield supplement the medium sized neighborhood parks, often great areas of forest, stream and woodland are taken over by the municipality for camping, golf and general recreation. By reason of these forest preserves, the once accepted standard of one hundred people to the park acre no longer proves adequate. The movement which resulted in the building of playgrounds in nearly every large city is being modified by enlarging school grounds and thereby furnishing not only ample space for child play during the school season, but for both children and adults during the entire year. Modern school houses are designed with assembly halls fitted with a stage and dressing rooms where community activities such as banquets, concerts, amateur theatricals and public addresses may be held. By the use of larger school sites room is given for the extension of the buildings as needed from time to time to accommodate increased population, and there is provided opportunity to give an adequate setting to the school building. The park units of the city should form a system rather than a series of detached unrelated areas. They should be located in such positions that each will conveniently serve its own district. Each park should be arranged to furnish the ordinary requisites for community use and should be not over one-half mile from the farthest home in its zone of influence. Special features, such as swimming pools, fields provided with bleachers for baseball and football, and the like, may serve larger districts, while picnic groves, golf courses and camping sites may be less frequent and made to serve still larger zones. THE PARKING OF SPRINGFIELD fa The Park Situation In Spring field: Springfield is well supplied with medium sized park units. Altogether, the city possesses approximately one thousand acres of park land, practically all of which is developed. These park areas are also well distributed, each serving definite sections of the city. The parks of Springfield, however, are not connected by parkways or boulevards and are not supplemented by playgrounds, forest preserves, or outlying scenic drive- ways, all of which are needed to perfect the park system for Greater Springfield. Inasmuch as the parks of Springfield are all somewhat distant from the center of the city, there is a large area of congested territory which provides no facilities for play. In this central portion of the city there is practically no land free of buildings where play parks can be installed. It is, therefore, of even more importance that attention be given to enlarging the school grounds. The table on the following page shows the school situation as to available play space. Land to the southwest of the city lends itself to the development of Residential Parks 78 En- roll- ment School and Location BunN—13th & Division.. 291 BUTLER — W. Grand & Laddrel es: ee ee Junior Hicgh—W. Adams & Collegen’s cons acne CONVERSE—S8th north of Bastman-co eee sya 636 DoucLtas—Mason & Rey- nolds east of Walnut... 393 Dusotis — Washington Street & Lincoln Ave... Enos—Elliott & Bond... FEITSHANS 14th & Kansas eres. eee 439 584 301 HARVARD PARK — Yale Blvd. & Oberlin....... Hay Epwarps — Law- rence & Pasfheld...... IL—Es—15th & Laurel.... 326 654 792 LAWRENCE—2nd & Lau- 612 667 LINCOLN—12th & Capitol MATHENY—22nd & Jack- PW 538 PALMER—13th & Mason. 676 Pryor — 1% mile east of Fair Groundsss eee N. 8th & 149 RIDGELY — 680 STUART — S. Grand be- tween 6th & 7th...... 474 Hicuo—Adams & Lewis. . 1868 WANLESS—Cincinnati Streetevicctee chee Percent- age of District Built Up 75% 10% 75% 60% 50% 75% 65% 60% 50% 70% 80% 15% 85% 60% 57% 30% 85% Present Total Area Syee Lig. 136,500 140,000 124,000 104,150 240,000 117,000 185,000 100,500 233,000 150,000 91,800 108,800 90,500 64,000 109 ,000 103,100 62,700 168,300 105,600 228,000 74,400 49,400 Build- ing Area le hs 9,500 8,400 20,000 15,300 22,100 23,500 20,900 15,600 5,600 27,000 22,100 14,400 17,200 9,600 15 300 18,000 3,040 13,800 10,600 68,800 4,400 5,900 Percent- age of Area Used By Building 42% 44% 25% 1277, 32% 60% 64% 62% 36% 53% 58% 65% 47% 56% 65% 64% 48% 52%, 67% 10% Present Play Area Sqart: 57,500 61,250 26,250 29,600 38,000 110,600 64,000 45,000 54,400 48,400 19,000 59,200 30,000 61,500 67,000 40,000 80,000 55,400 50,000 25,000 Percent- Sq.Ft. EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS age of of Play Proposed Area Used Space Per Total Area for Play Child Sq. Ft. 63% 66% 33% 62% 50% 67% 55% 77% 67% 49% 68% 63% 69% 66% 58% 75% 82% 47% 76% 56% 197 382 41 75 87 190 215 138 83 61 104 89 84 114 3 268 i, 117 170 224,000 280,000 124,000 131,250 240,000 165,000 246,000 100,500 233,000 336,000 91,800 190,200 103,500 160,000 151,300 103,100 233,000 336,600 105,600 291,000 210,000 98,800 Proposed Play Area Sd .ket: 140,000 185,000 43,000 150,000 83,000 165,000 55,000 180,000 225,000 45,000 130,000 65,000 110,000 100,000 60,000 175,000 275,000 50,000 75,000 160,000 55,000 THE SPRINGFIELD PLAN -POPULATION MAP- fit SCHOOLS --- PARKS (a f™@ BOULEVARDS e = ten people pet Tg A SLE A st a 2 eS a ee ae i rai wo J IL J It __i_iL= laa ere 1 : JL we ae | rrr Wer rr If WT | i ra ee one 8 es LILI 7} NAMM 1 Wl | Ea | Fie ant aa | a | NSS ; : SS e ze NS ae Ne 4 Baas oe SY LIWIWILILIL It = Ce eh | EY a ce aie | ol a Loe JWIWI LI LILI LI WIL J Lt J AT ITI ee ir or 4 | = s = Anes I: JILItLIUeI | ( Ce cree a ae te ae ] ' =i \¢ si y) ip n wl fe; ee ae ey | E 3 . ; se i 3 = i \ = C bia ee cat LLsleall sl Lit tt ths A A . oo ttt tt 1 1=——= 1 ie A es al BE 4 | ie eRe "DE Re : sl Zana. pce, | > ig . > | te "4 rs i ee YY | . ii 3 : E ate IL i ait +f : \yv ar - | ta 5F IL ) Poa’ aK “ f } | j iL 4 Lt Ik a 51 eae | AR ; $ ocut SNL tt a) en nh AAaAA nen nA t . Jb WA J ah Jk ar y/ / ; | Yeu | of oT | Wy jM jl He f= a WA A + Vi | : t Amuican Tuk & L aoe e : - a “ec cla 3 CHART 30 SCHOOL RECOMMENDATIONS (See Chart No. 7.) Bunn School: It is recommended that the remainder of the block on which this school is situated be acquired. Part of this area includes the end of Thirteenth Street which could be vacated. The size of the district, the enrollment and the percentage of the district built up would indicate that a larger building will be needed in the near future. We recommend the taking over of a portion of the block shown on the plan, in all totaling approximately two-thirds of this block. The land to be taken on is free from improvements. This is a new school, in a very sparsely built up section of the city, a section which, however, bids fair to become one of the better residential districts. Converse: It is recommended that the west line of the property be extended north to East Keyes Avenue and south to Eastman. This is an old school with a recent addition. It serves a large district and has one of the largest enrollments of the entire school system. Whereas children at present can play on unused ground to the north, this is a dump and will probably in time be inaccessible. The table shows forty-one square feet of play space per child, and the enlargement of the ground seems to be a pressing need. Dubots: It is recommended that the rest of the block to the south be taken as an addition to the grounds. This, in fact, will be none too large. The block on which the school is situated is small and it is estimated that the district is only fifty percent built up. Enos: We believe that the west line of the property should be continued south to West Calhoun Street. This would give an addition of six lots, on four of which a greenhouse is located. This will add 61,500 feet, or approximately thirty percent of the present area. Hay Edwards: This school at present has an exceptionally large enrollment. The building is old and probably will have to be replaced in the near future. The present area of play space as shown by the table gives but eighty-three square feet for each child. A much larger population may be expected in this district and this, together with the need of a new and larger school building, shows need for enlargement of the grounds. The only opportunity seems to be in crossing Chenery Street and taking over the entire block to the south. Unfortunately, this block is entirely built up with small homes. By taking over this block, however, West Chenery Street could be closed, thereby giving a fairly adequate site for the school. Ae) 80 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS High School: Whereas the High School has a well equipped athletic field south of Capitol Avenue and is therefore provided with adequate athletic facilities, we believe the ground should be extended west as far as Parker Avenue. This is the only direction in which the building could be extended satisfactorily and provision for such extension undoubtedly should be made. Extension of the ground south to Monroe Street would involve the taking over of expensive improvements, which, however, may be necessary in the future. The High School athletic grounds ought to be provided with bleachers, dressing rooms, shower baths and toilet facilities. Aside from this the grounds should be made more attractive by means of planting. Iles: This site is obviously too small and the only feasible extension seems to be by crossing South Sixteenth Street and taking the one-half block to the east. This would be a make- shift arrangement, however, as it is unquestionably bad planning to place a playground for a grade school across a street. It is probable that a solution to this situation will be in installing a new school to supplement Iles, Feitshans, and Stuart, all of which are on small blocks. Lawrence: We recommend taking the rest of the block to the north, vacating East Spruce Street and extending the property to East Cedar Street. Lincoln: We recommend tak- ing the rest of the block as far as South Eleventh Street, thereby adding 13,000 square feet. This is a new school and will have added im- portance with the proposed development of Capitol Avenue. The surroundings of this school should not be injured by the narrow strip of private buildings on the ground proposed to A cluttered approach to a splendid school be acquired. Matheny: This school is unquestionably built on a much too restricted area. Matheny Park directly to the north relieves the situation somewhat, but forces children to cross what may become an important thoroughfare and therefore introduces an element of danger, which should not be overlooked. SCHOOL RECOMMENDATIONS 81 The right thing to do in this case unquestionably would be to take the rest of the block on which the school is situated. The frontage along Jackson Street, however, is built up and as an intermediate course it might be better to secure the south half of the block as shown. McClernand: We recommend extending the north line of this property to Fifth Street. This en- largement would necessitate the taking over of high priced property, but seems desirable in view of the fact that the plant occupies an important position in relation to the school system, is in a neighborhood where modern school facilities will be demanded and which is undoubtedly destined to increase greatly in population. This will necessitate the replacing of the old building with a modern structure of still larger dimensions. Ridgely: The Ridgely School grounds can be extended south to Griffiths Avenue. The school has a large at- tendance, but the district has about one-third its prob- able ultimate population. This school draws from a much larger district than its location would seem to warrant. Ample ground should be provided around all schools for playgrounds and for building extensions The school itself is cut off by the Alton Railroad, the Fair Grounds and Lincoln Park and unquestionably will have to be supplemented in the near future by another school farther to the north. Stearns: This school will have to be removed from its present location in case the factory dis- trict and classification yards are developed as proposed. Wanless: This school is in a new section of the city and the grounds while ample for present needs will have to be enlarged at no far remote date. The rest of the block should be secured. School Sites In the New Plotting: Suggested school sites are shown on the general plan in such locations as to serve districts of approximately one-quarter mile in radius. These in all cases occupy a full block and are placed at least one block distant from main thoroughfares. This is done to remove the schools from proximity to heavy traffic and street cars, and to preserve the more valuable frontage along these thoroughfares for other uses. In the acceptance of subdivision plats hereafter, careful attention should be paid to these reservations for future schools. At such times the School Board should prepare to 82 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS take over the tracts designated and hold them vacant until such time as school buildings are needed. This will naturally result in a great saving of money, as compared with the usual practice of waiting until the land is built upon and then purchasing whatever sites happen to be available at the then greatly enhanced price. Not only does this policy result in paying far more for the property than would be true by using proper foresight, but it results many times in placing schools on lots which are entirely too small for the purpose. A PARK AND BOULEVARD SYSTEM FOR GREATER SPRINGFIELD (Sai No. 29 shows the present city of Springfield together with the enlarged area which will be involved in the city’s extension according to the general plan, and in addition shows the suggested impounding lake and a proposed driveway to the site where once stood the hamlet of New Salem so intimately associated with Lincoln’s early manhood. New Salem is now reached by country roads which in most cases follow section lines. There is an opportunity to reach this point by two routes, each more direct than afforded at present, as well as more interesting. These drives would be made to skirt along the bluffs and through the woodlands over- looking the Sangamon Valley, utilizing here and there stretches of present roadway and elsewhere following the routes laid out to the best advantage from the standpoint of grades and views. The proposed drive is shown on each side of the Sangamon, forming a loop comprising about forty miles as measured from the Court House at Springfield to New Salem and return. Much of the scenery along this drive can hardly be surpassed in the middle west. Most of the way the drives would be carried through woodland, while constantly there would be open to view broad vistas over the bottom lands of the Sangamon, framed by the wooded hillsides and ravines beyond. A scenic drive, such as described, could be built at little expense compared with such well known projects as the Columbia River Drive and that along the Palisades on the west side of the Hudson. No serious engineering problems would arise and the land required is comparatively inexpensive. Rarely is there an opportunity to build at so little cost a really magnificent driveway, reaching an objective of national significance. The Valley of Spring Creek: Spring Creek, flowing from the southwest to its confluence with the Sangamon, thrusts a deep valley across the entire northwest section of the city. The city sewers now empty into this creek making it extremely offensive. The valley is subject to frequent and severe floods and is in consequence naturally unsuitable for residences, factories, or any other department of city use. The valley is flanked by steep banks, to a large extent denuded of tree growth. Should the industrial growth of the city extend to the northeast and into the proposed factory district, as it is likely to do, this valley of Spring Creek would acquire considerable importance. It would form a natural and very effective barrier between this factory district and what would serve as a desirable location for homes. The city must in any event sooner or later cross the valley. If the valley should be retained by private ownership, there would be danger that it would be disposed of in cheap allotments resulting in a shack district having a depreciating effect on adjacent property, as well as subjecting people living in the valley to danger by floods. 83 84 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS By taking over the valley of Spring Creek as a municipal preserve, reforesting the area, carrying the sewage from the city through the valley in an intercepting sewer, and allowing the Creek to again flow in its original state, the conditions above mentioned, which may in time become a serious menace to the city’s beauty and healthfulness, will be obviated. While it is true that the fifteen hundred or more acres represented in such a preserve is not at this time needed by Springfield for park purposes, the day will come when such a \S NEW SALEM \ I ri \) x Yi PRESENT SPRINGFIE 2 CHART 29 The Proposed Lake and Driveways to New Salem PROPOSED PARK AND BOULEVARD SYSTEMS 85 great body of land, naturally beautiful and providing as it will great areas for golf, aero- plane landing fields, picnicking, and sports of all kinds, may be of inestimable value to the community. Banks of the Proposed Lake: The chart shows the flood line of the proposed lake for Springfield, previously alluded to in this report. This would follow the 530 contour and would cover approximately fifteen square miles. The lake would extend far around to the southeast of the city and into the South Fork and Sugar Creek Valleys. On the city side of this proposed lake would be a range of bluffs, forming an excellent situation for a lakeside drive and a parking strip extending to the water’s edge. Sucha drive would start presumably somewhat to the northeast of Bunn Park and would connect with the proposed forest preserve at Peoria Road. Even without the lake such a route for an outlying parkway would be exceedingly interesting and would serve to furnish a con- necting link in the proposed boulevards leading around the city. With the lake, however, such a driveway would be an exceedingly important part of the park system. The one thing that Springfield needs most from the standpoint of re- creation is a fine body of water, and while a lake along the Sangamon bot- toms is needed most of all to encourage Springfield’s growth and to insure the water supply necessary to. a great city, not the least of the benefits it would provide would be those having to dowith balancing Springfield’s recreational The Banks of the Sangamon facilities. Here would be formed a body of water large enough for the use of sail and motor boats, furnishing miles of excellent shore line for cottages, picnic and club grounds, besides furnishing a waterscape, which by all means should be made accessible by such a parkway as has been suggested. A similar project has already been carried out at Decatur, only a few miles away, which has without doubt fulfilled the most sanguine expectancy in regards to its value to the community. The mistake should not be made, however, of neglecting to secure for public use a goodly amount of the shore line. Once allowed to build up with cottages, such a shore will be difficult and expensive to secure, as is constantly being attested in so many cities. 86 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS The Proposed Encircling Boulevards: Chart No. 29 shows a suggested parkway con- necting the principal parks and entirely encircling the city. Starting from Bunn Park it would lead along the west shore of the proposed lake and thence up the valley of Spring Creek. This park- way would connect with the Fair Grounds and Lincoln Park, and a little farther to the south- west would extend through Camp Lincoln, and following up the little creek would reach Washing- ton Park. From here it would extend south past the golf club and, swinging to the eastward, would traverse beautifully wooded land along creek bot- toms, finally again reaching Bunn Park. This would form a driveway of some twenty- five miles, leading through and making accessible the present parks of the city, as well as opening to view the finest scenery around. Inner Boulevards: Connecting the above described encircling parkway with the heart of the city would be a series of proposed parkways consisting of First besser mre ss ile Street, Capitol Avenue, Jackson Street, Fifteenth Street, Williams Boulevard and Lowell and Hen- rietta Streets. These would give access into the city from all directions and would pro- vide fast traffic ways for pleasure vehicles. In cases, such as Lowell Avenue, Williams Boulevard and Bryn Mawr Boulevard, ample width is provided. Other streets to be used in this parkway system should be widened. In the case of First Street, Capitol Avenue and the suggested connection of Williams Boulevard with the Capitol Group, this widening will take on considerable importance and will necessitate large expense. | Capitol Avenue, on account of the proposed union station site and forming as it willa main approach to the heart of the city, deserves particular attention. For a distance of five blocks from the Capitol, or to Seventh Street, the problem of widening this thorough- fare is serious. Expensive buildings occupy the ground to the property line and any widening project would necessitate the tearing down of at least the fronts of these build- ings. Beyond Seventh Street the frontage is less valuable, and from this point to the union station at Eighteenth Street it is suggested that Capitol Avenue be widened to one hundred eighty feet. Most of the lots facing Capitol Avenue are one hundred fifty feet in depth. The removal of fifty feet on each side of the street would therefore shorten these lots to one hundred feet still providing depth enough for the character of buildings which will eventually seek such frontage, namely, high class apartments, hotels and shops. Under the proposed zoning ordinance these buildings would be allowed to use a large PROPOSED PARK AND BOULEVARD SYSTEM 87 percentage of the area of the lot. Widened to one hundred eighty feet there would be given an opportunity for three drives, the center driveway for fast pleasure traffic and the two side driveways for heavier traffic. In addition, there would be ample space for sidewalks, trees, and for two parking strips. From Seventh Street to the Capitol it is suggested that Capitol Avenue be widened to one hundred twenty feet, removing twenty feet on each side. First Street from Monroe to Oak Ridge Cemetery would by the plan be widened to one hundred thirty feet, making room for two side drives and a center parking. First Street at present deviates somewhat from a straight line and in order to be made into a dignified avenue would have to be straightened as is shown on Chart No. 13. This would utilize Monument Avenue and meet the present entrance to the cemetery. Unfortunately, from the standpoint of architectural balance, the Lincoln Monument is not on the axis of this street. It is possible, however, that the entrance to the cemetery would be treated in some manner to furnish a sufficiently dignified terminus. rhe t iy ee > - a (Nn U pe Z, ©) ra or OC U ee > Za ee eee al Gein ot ca cea ae | ae ; ee Plan showing proposed Municipal Group and Union Passenger Station with parkways connecting State Group, Lincoln Monument, Washington Park and the proposed site of the Governor's Mansion titel BUILDING GROUP PRINGFIELD has an opportunity to express by architectural splendor her rightful position as the capital of the State. To neglect this opportunity would not only show lack of proper city ideals on the part of Springfield’s inhabitants, but would be an index to an unprogressive spirit on the part of the citizens of the great commonwealth. If the Capitol is to remain in Springfield, and there seems neither inclination nor logical argument for its change, plans should be formulated without delay which when finally carried out will make the Capitol Group at Springfield an inspiring example of its kind. From a utilitarian standpoint the Capitol Group itself should be spacious. The departments of government are constantly becoming more multiplex and demanding of more commodious quarters. The Capitol building has already long since become too small, and the new Supreme Court building and Centennial building show the tendency toward providing for enlarged quarters. In time to come, other buildings will undoubtedly be needed to house the departments of agriculture, engineering, education and the state library. The first step is obviously to secure sufficient land around the present Capitol building to give ample sites and adequate settings for these buildings as they become needed. Only in this way can a harmonious and well balanced group be insured. The usual practice of waiting until a certain building is needed, then purchasing a site for it alone has proved in too many instances inimical to the satisfactory development of a state or municipal group. The controversies and bickerings which so often accompany such purchases dwarf in perspective the real policy to be followed and are apt to result in the securing of tracts too small and in many cases of improper location to bring about the desired results. The policy of securing ample grounds for the enlargement of the Capitol Group has received the well advised attention of Mr. Edgar Martin, State Architect, as well as that of several of his predecessors, and the Martin Plan, modified to fit into the larger scheme of the city plan, is earnestly recommended for adoption. We believe that the present grounds around the Capitol should be enlarged to include the following: the remainder of the block on which the Supreme Court building is situated; the block to the north of the Supreme Court; the entire block west of First Street and north of Monroe Street; two and one-half blocks as shown on the plan lying between College and Spring Streets and south of Monroe; and two full blocks south of the Capitol grounds between Edwards and Cook Streets. 89 ' Qe , a MCS ga fs, + pet, eee WO He LE gy enn ies La CS a raat M9 nee si 9 by A, On ae pemerra Us “ar ES Or d Salih Paes Vane 4 BRO" Ses > Bege™ Cy Aan oe) 99) rf 9 OX nS Q (Hie aty em eee t rye nt P9 S, Os FIONA ee TYP BD of PNY pL P95 OG YO A ee Fae 9 LAG -2 md HG ON NCE O85 e CHART 34—Bird’s-eye view of proposed Municipal Group Lincoln Monument, proposed site for Gok ee nee en eee gl Union Station with parkway connecting State Capitol, jaor's Mansion and Washington Park THE MUNICIPAL BUILDING GROUP AND THE LINCOLN HOME HE protection of the Lincoln Home against danger of fire, and the creation of a set- ting to this modest little cottage befitting its importance calls for drastic treatment. It is not enough to purchase and clear away one or two houses, but a landscape creation should be conceived and carried out which will not only protect the little home which means so much to Springfield and to the entire country, but which will cause it to be a part of a composition truly imposing in character. The plan calls for acquiring seven full blocks south of Capitol Avenue, together with one full block and two half blocks north of this thoroughfare and extending between Seventh and Tenth Streets. Fortunately, with a few exceptions, the land is occupied only by frame dwellings, and with the proposed removal of the Wabash Railroad there can be provided, with as little expense as would obtain almost anywhere else in the city, an area of sufficient size on which to erect around the Lincoln Home the municipal and semi- Plan of the Proposed Municipal Group around the Lincoln Home 91 92 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS es — ‘ f Wee Study for Open Air Forum—Civic Center public buildings, other than those needed in the State Group, to form a magnificent and suitable civic center. The detailed plan and perspective of this project show the proposed city hall dominating the scheme. This would be placed on the block bounded by Ed- wards, Cook, Eighth and Ninth Streets. It is sug- gested that this building be set off by a campanile and connected by a water panel with an open air forum occupying the block between Capitol and Monroe Streets. The present library building could have room for extension in the half block to the east and would be balanced by a companion structure in the half block west of Ninth Street. Eighth and Ninth Streets would be relocated in order to widen the center panel and to provide a better approach to the Lincoln Home. By widening Capitol Avenue the civic center and the State Capitol Group would be tied with the union station. The effectiveness of this plan can hardly be visualized. The station would, in fact, become the very gateway to the city from which visitors to the busi- ness and hotel center would pass over an imposing parkway, past the civic group with Study for Water Panel—Cuivic Center THE MUNICIPAL BUILDING GROUP 93 the dome of the Capitol in the distance. Capitol Avenue would assume the character which should ac- company such improve- ments and would unques- tionably result in enhanc- ing property values along its frontage, which would largely, if not quite, offset the cost of widening. Its connection through the Capitol Group to the pro- posed site of the Governor’s mansion, to Washington Parkand to the Lincoln omb Over bitst Street Detail Study—Civic Center would bring about an in- ternal system of parkways of striking beauty, as well as of great value from a traffic standpoint in forming thoroughfares over which fast moving pleasure traffic could ap- proach the center of the city. The widening of First Street to the Lincoln Monument is in keeping with the promi- nence that should be given to all things in Springfield connected with the ‘‘Great Emanci- pator.”’ It is entirely fitting, aside from bringing about an element of architectural balance to connect the Capitol Group by means of a beautiful avenue with the resting place of Lincoln. of if ag Study for Plaza Entrance—Civic Center IN CONCLUSION ie has been a pleasure to work with the people of Springfield in the preparation of this program for the upbuilding of their city. While all the projects set forth herein may never be realized, a great good will come if they are but given serious consideration by the stockholders of the Springfield corporation, for thereby a new conception may be had of the city’s real purpose and possibilities. It may be expected then that the plan will be used intelli- gently to check and guide the growth which must inevitably take place. If the plan is used in this way, it is safe to assume that many of the common mistakes in city building will be guarded against and that this urban machine will by gradual stages become more efficient and satisfactory as the years go by. Respectfully submitted, Myron HowarpD WEST 0 SCO Vi «+ ai or 6 eon 3 SSS aa eat oe ee ei= =