Renort inary TV «es nm : Plan Commission ym DT GEPO Tac ege of Architecture Library Cornell University Coll PRELIMINARY REPORT TO THE CITY PLAN COMMISSION BRIDGEPORT, CONN. WITH . SUPPLEMENTARY MATERIAL BY JOHN NOLEN, CITY PLANNER Fellow of the American Society of Landscape Architects JANUARY, 1915 EY, NAC (© os ot iy } rE r% cad bia ad RESOLUTION CREATING CITY PLAN COMMISSION Resolved, That the mayor be and hereby is empowered to ap- point a committee of eight citizens, which shall include a representa- tive from the Manufacturers’ Association, the Board of Trade, and the Business Men’s Association of our city, which committee shall be known as “The City Planning Commission of Bridgeport”; the mayor, during his term of office, to be ex-officio an additional member of said commission, with all the rights and privileges of other members, and the power to fill vacancies. Said commission shall receive no compen- sation and have no authority to expend any of the city funds, except such as may be specificially appropriated by the Board of Apportion- ment and Taxation or the Common Council, from time to time; nor shall said commission have any authority to bind or commit the city of Bridgeport to any plan, policy or contractual obligation, unless specifically authorized to do so hereafter. The duties of said com- mission shall be to inquire into all existing conditions relative to traffic, streets, docks, transportation and freight facilities, trolley lines, parks, housing plans, and other kindred matters: also as to the direc- tion and character of the city’s probable future development and growth, both as to territory, population and industrially, and to pre- pare and recommend to this body a City plan or plans covering the above subjects in preparation for the future of this city, to the end that its development and both its public and private works may be laid out and executed with intelligent foresight and consistency and to the best advantage of its present and future inhabitants. Adopted August 18th, 1913. PRELIMINARY REPORT Report of progress, accompanied by data, surveys, maps, dia- grams, and plans, covering the main subjects of investigation and study to date. . A detailed Report upon Bridges across the Pequonnock River, although submitted separately to save time, is to be considered a part of this Preliminary Report. MEMBERS OF THE CITY PLAN COMMISSION BRIDGEPORT, CONN. CHARLES D. DAVIS, CHAIRMAN MAYOR C. B. WILSON, EX OFFICIO BERNARD KEATING, TREASURER ARTHUR M. MARSH, SECRETARY HENRY A. BISHOP FREDERICK CEDERHOLM GEORGE M. EAMES WALTER B. LASHAR i. il. Il. III. IV. VI. VI. Vill. IX. XI. ee ee ee — CONTENTS Preface by City Plan Commission List of Surveys, Maps, Diagrams and Plans Prepared to Date 6 Report of John Nolen, City Planner A Local Survey The Fairfield Avenue Bridge Main Lines of Communication Industrial Water Front Park System Building Zones Land Subdivision Housing Conditions Public Buildings Order of Urgency How Results are to be Obtained Data Supplementary to City Planner’s Report. Brief Sketch of Bridgeport Traffic Investigation and Summary Street Car Statistics Grade Crossings Food Supply List of Industrial Plants School Statistics Park and Playground Data Height of Buildings Financial Statistics Appendix Communication on Building Lines from the City Plan Commission to the City Council ‘Report of the City Plan Commission to the Bridge Commission 13 19 23 23 29 33 39 47 47 49 49 53 55 61 62 63 65 68 69 70 71 73 75 Soe SN ae Ses Pe eS *16. 17. 18. 19. 20. 21. Lbs 29: 24. Dos 26. "27. LIST OF SURVEYS, MAPS, DIAGRAMS AND PLANS COLLECTED OR PREPARED TO DATE. Directory Map of Bridgeport, Conn. 1913. Map of Bridgeport, Conn. 1912. Map of Bridgeport, Conn. Prepared from official records. U. S. Geological Survey Connecticut, New Haven Sheet. U. S. Geological Survey Connecticut, Bridgeport Sheet. U. S. Geological Survey Connecticut, Norwalk Sheet. U. S. Geological Survey Connecticut, Danbury Sheet. U. S. Geological Survey Connecticut, Derby Sheet. North Shore of Long Island Sound, East Bridgeport to Fairfield. Bridgeport Harbor, Conn. Main Harbor. Sheet No. 1. Bridgeport Harbor, Conn. Outer Harbor. Sheet No. 2. Bridgeport Harbor, Conn. Burr and Cedar Creeks. Sheet No. 3. Bridgeport Harbor, Conn. Black Rock Harbor. Sheet No. 4. Bridgeport Harbor, Conn. Pequonnock River. Sheet No. |. Bridgeport Harbor, Conn. Pequonnock River. Sheet No. 2. Map of Bridgeport, Conn. with information necessary for basis of City Plan. Map showing City Districts. Plan showing development of existing blocks. (1) Willard St., Pembroke to Hallett Sts. (2) Armstrong Place. Broad Street Extension. Study for State Street Bridge. Survey of location for Stratford Avenue Bridge. Survey of location for Stratford Avenue Bridge with grades shown in pencil. Survey and valuation map for area of Bridge Approaches. Rider giving extra information for survey No. 23. Preliminary Study for Bridge Approaches. Alternative studies for proposed bridge location at Fairfield Avenue or State Street. Sketch showing Volume, Origin and Destination Stratford Avenue Bridge Traffic, July 17, 1914. *Indicates that the survey, map, diagram or plan is being reproduced in this Report. *28. 29. 30. "31. 32. 33. 34. * 39. 36. 37. 38. #39. 40. 41. 42. #43, 44. #45. 46. 47. 48. 49. 50. 51. 52. 53. #54. #55. *=50. Diagram showing Volume of Traffic using Stratford Avenué Bridge originating and terminating at each city district. July 17, 1914. 7 A.M. to 7 P. M. Diagram showing Volume of Traffic using Stratford Avenue Bridge originating and terminating at each city district. July 18, 1914. 7A.M.to7 P.M. Preliminary Plan for New Bridge Locations and Approaches. Curve of Population. 1830—1950. Diagram showing existing main traffic ways with a few im- portant connections. Diagram showing Radial System of Streets with Centre at Park Avenue and State Street. Building Permits. June 15, 1911—1914. Shown by one year periods. Building Permits. June 15, 1911—1914. Diagram showing Business Sections. Diagram of School Locations. Diagram showing Existing Park Areas. 1914. Diagram showing Proposed Park System. Business Permits. June 15, 1911—1914. Shown by one year periods. Map City of Bridgeport, Conn. 1912. City of Bridgeport, Conn. and adjacent towns east and west. Plan showing distribution of Population. Map of land owned by U. M. C. Co. of Bridgeport, Conn. General Diagram of New Bridge Locations and Approaches. Map showing Valuation of Principal Blocks Affected by Pro- posed New Bridge Locations and Approaches. General Diagram of Bridge Locations and Approaches showing minimum land taking to be considered. Diagram showing comparison of bridge connections at Fairfield Avenue and State Street. Preliminary Study for New Bridge Locations and Approaches, showing minimum amount of land taking. Diagram showing comparative value of routes from Fairfield Avenue via Nichols and Ann Streets. Fairfield and Vicinity. Map of Stratford, Conn. Plan showing Distribution of Population between ages of 5 and 21. Key Plan to accompany Industrial Survey. Range in Land Values. Diagram based on figures supplied by the Board of Assessors. Relative duration of different winds. 757. 58. #59. 60. *61. *62. 63, *64, *65. 66. #67. *68. #69. *70. 71. "72. #73, *74, O72 5% 76. ee *78. #79; *80. "6 |. TZ. 755. #84, ¥83.. *86. #87. 88. 89. #90. 91. Plan showing station locations used in Traffic Count of July 17th and 18th. North Shore of Long Island Sound. Milford to Bridgeport, Conn. General Plan for Proposed Development. Bridgeport and ad- jacent towns east and west. U.S. Geological Survey, Connecticut. Four Sheets. Freight Routes from Whiting Street Freight Sheds: Sept. 21, 1914. Freight Routes from Water Street Freight Sheds: Sept. 22, 1914. Map showing general location of Proposed Building Districts. Theoretical diagram of Main Lines of Communication. Stages of Development in block between Reilley and Willard Streets. Plan showing Public and Semi-public Property. Plan showing Public and Semi-public Buildings. Present Building Distribution. Residential Street Sections. Minor, Main and Through. Parkway and Boulevard Sections. Waterfront Street Section. Fairfield Avenue and Grove Street connection. Maplewood Avenue extension to Grand Street. Composition of Population. Composition Foreign Born Population. Key Plan showing location of lot and block studies. Lot and Block Study Beardsley Park Section. Lot and Block Study Brooklawn Section. Lot and Block Study Barnum Section. Lot and Block Study. East End Section. Lot and Block Study North End Section. Lot and Block Study Maplewood Section. Lot and Block Study Yellow Mill Section. Ist Residential Zone. 2nd Residential Zone. Single-family Houses. 2nd Residential Zone. Two-family Houses. Tenement Zone. Survey of Streets in vicinity of Shelton School. Study for re-arrangement of streets in vicinity of Shelton School. Growth of Building Operations. Bridgeport’s Commercial Basis for a Fundamental Plan in 1930. Prepared by the Southern New England Telephone Co. 8 LETTER OF THE CITY PLAN COMMISSION TO THE HONOR- ABLE CLIFFORD B. WILSON, MAYOR, BOARD OF ALDERMEN and the CITIZENS OF BRIDGEPORT. The accompanying Preliminary Report of John Nolen, City Plan- ning Expert to the City Plan Commission is now published for the purpose of calling out discussion, criticism, comment and _ public opinion generally. It is a report of progress accompanied by data, sur- veys, maps, diagrams and plans covering the main subjects of investi- gation and study to date. The report, as the title of the pamphlet states, is Mr. Nolen’s and it is only preliminary. The ideas and plans proposed are his, and while they have been considered and discussed by the City Plan Commission, they have not yet been either approved or disapproved, except as appears in the recommendations of this Commission to the Strat- ford Avenue Bridge Commission in the letter of October 26th, 1914, and in a communication to the Common Council on Building Lines, June Ist, 1914, both of which are printed in full in the Appendix. When the final report of the Commission is submitted to the public the propositions advanced, after full examination with the benefit of the expression of public opinion, will be advocated or not with the reasons of the Commission for its conclusions. Meanwhile every ex- pression of opinion for the future development of Bridgeport will be welcome and nothing, we believe, would contribute more to the use- fulness of this work than information from citizens of what they con- sider the most pressing physical requirements of the City and the best methods of providing for them. The City Plan Commission was appointed by Mayor Wilson in August 1913 and organized during the following month. Until April 1914 the Commission was engaged in the study of city planning and investigation of its methods and results in other cities, and in the selec- tion from among many well qualified men, its technical adviser and expert John Nolen of Cambridge, Mass., who began his work in May 1914. The question of the necessary maps, plans, statistics, traffic figures and other data and their study and arrangement for use is practically finished, and Mr. Nolen makes this Preliminary Report with the pro- posed general plans and Civic Survey, now published for the purposes above stated. In addition to the general city plans, Mr. Nolen in con- sultation with Mr. Frederick Law Olmsted made at the request of the Bridge Commission a thorough detailed study of the Pequonnock River Bridge problems. He collected reliable data, made traffic counts and prepared in-all 49 surveys, diagrams and plans submitting with his recommendations a long report on this subject. The City Plan Commission is of the opinion that it has rendered the public a valuable and permanent service in this matter, a service of such a pressing nature as to justify the necessary delay in its more general planning. From those, if any there be, who deem the amount of progress thus far made to be slow, the Commission asks patience and due con- sideration of the size and nature of the projects under consideration. If they are worth doing at all, they are worth doing deliberately and thoroughly. This inevitably takes time, and it will require several months more before a Final Report can properly be made,—a report which can be submitted with confidence. The Commission believes that the public will concur in the idea that hasty conclusions reached without adequate study of the facts have been responsible for many mistakes in the past history of Bridgeport as of other cities, and that in this endeavor to plan well for the present and for many years in the future, results worthy of consideration will not be likely to follow unless reasonable time is taken. To the many citizens of public spirit and generosity who re- sponded at the beginning of this movement with subscriptions amount- ing to five thousand dollars, we extend our appreciation and thanks. A list of such subscribers will appear in the Final Report. The Board of Apportionment in February 1914 granted the neces- sary additional five thousand dollars to the above mentioned private subscriptions. This year a further appropriation of $2,500 was asked of the Board but not granted. We have no doubt that the refusal was made with reluctance on account of other pressing needs and we trust that the Commission’s work will not be unduly hampered by the failure of this appropriation. The Commission owes it to the public, however, to state frankly that such work cannot be continued in a businesslike way without funds. 10 The Officials, Boards, and Commissions of the City have given most cordial response to the Commission’s requests for information and assistance and it is not too much to say that but for this hearty and intelligent cooperation, especially from his Honor the Mayor, from City Engineer Terry and his office force, from Mr. Daniel M. Rowland of the Building Commission, from Mr. Henry J. Cliffe of the Park Department and from many others who might be mentioned, the success of the work would have been practically impossible. All of this assistance, of course, was given without remuneration as were also the time and efficient service of Mr. George L. Catlin, Mr. Hugh Porter and Mr. Alexander Howell in interviewing and obtaining many private subscriptions; also of Mr. Wilmot F. Wheeler and others in securing real estate valuations. We gratefully acknowledge all of these invaluable services. Respectfully submitted, CHARLES D. DAVIS, Chairman MAYOR C. B. WILSON, Ex Officio BERNARD KEATING, Treasurer ARTHUR M. MARSH, Secretary HENRY A. BISHOP FREDERICK CEDERHOLM GEORGE M. EAMES WALTER B. LASHAR Bridgeport, Conn., March 10th, 1915. 11 M B U L MAP OF BRIDGEPORT, CONN: PREIAUED YROM OFFICIM, RECOKDD. my WW STARR CITY SERVER. ee Data added to make map bass for Pry mand City Plan * Fucgust F344 ce In Alen Cole Mannan jena Syuace Cumborape AGA As a definite basis for future planning one of the first steps is the collection, and so far as possible, graphic presentation of the existing facts as regards the location and distribution of streets, railroads, factories, parks, playgrounds, schools, public buildings, and other governing features. In connection with this map, it should be added that the small scale at which it is necessary to reproduce it, renders it merely an illustration of method employed in the civic survey of Bridgeport. It is not intended here as a reference map. The original is at the scale of 500 feet to the inch, with contour intervals at every 5 feet difference of elevation. 12 PRELIMINARY REPORT ON CITY PLAN City Plan Commission, Bridgeport, Connecticut. Dear Sirs: — The view point under which the city planning studies for Bridge- port have been inaugurated and pursued is:—first, that the plans and recommendations should be based upon the collection and compilation of as much information as possible concerning the city, bearing upon its physical, social, economic or financial conditions in relation to city planning development; and secondly, that the controlling purposes of such development and improvement are social and economic, and not aesthetic. Nevertheless, it is believed that any far-seeing social and economic view must take into account appropriateness of ap- pearance. This, however, is not considered as a separate thing, but as something integrally related to the right solution of the physical, social and economic problems. I. A LOCAL SURVEY The importance of a local survey as furnishing a reliable basis for city planning can scarcely be overestimated. The subject has re- ceived attention in Europe for many years, especially in Germany. For example, the experts who were to prepare plans for the city of Duesseldorf were provided with the following information: Typical Data For a German City Plan Plan of city to |: 10,000 scale, showing land in possession of city, that owned by other public authorities, and larger plots owned by private individuals. Special plan of the Aper and Grafenberger Forests. 1: 5,000 with contours. City plan |: 15,000 with particulars of density of population in the various parts of Old Duesseldorf. City plan 1: 15,000 with particulars of different building values. Graphic representation of predicted needs of building land to meet increase in different sections of population till the year 1950. Results of traffic census at fourteen points in the town. Daily amount of traffic on the lines of city tramways in 1910. Journey times and fares from the center of Duesseldorf to the various centers of traffic. Receipts and expenditures of tramways in comparison with the mileage and passenger traffic. Recent street-building methods. Tramways with their construc- tion. 13 N w E N y = & SPRING s SUMMER Ww E N N > FULL YEAR 4, SCALE Ww E ™ : s 3 WINTER AUTUMN CITY OF BRIDGEPORT RELATIVE : DURATION: OF: DIFFERENT: WINDS COMPILED FROM LOCAL METEOROLOGICAL DATA JOHM NOLEN + LANDSCAPE ARCHITECT CAMBRIDGE, Mags. 1914 SCALE OF HOURS 100200 300 2 500 The diagram illustrating the relative duration and direction of different winds by seasons and for the entire year, is of value in connection with the location and boundaries of the proposed building zones. 14 Compilation of means of providing city with food. Growth of the town, 1795-1910. Industrial development according to trades. Traffic in Duesseldorf harbor, 1795-1910. Rail goods traffic in Duesseldorf, 1896-1910. The relation of the number of inhabited estates to the number of dwellings in sixteen large cities. Density of houses in twenty large cities. Density of houses in statistical area of Duesseldorf, 1905. Average rent in statistical area. Occupied buildings with gardens. The division of buildings according to size in statistical area. The sale for residential property in Duesseldorf, 1902-1910. Direction of wind, compiled from observations in 1909 and 1910. The importance of the city survey has more recently been ap- preciated in the English cities also, and the Cities Committee of the Sociological Society of London has undertaken to bring this matter to the attention of all town planning commissions. In a document published in 1911, this Committee stated that “before proceeding to the preparation of a town planning scheme, it is desirable to institute a preliminary local survey, to include the collection and public ex- hibition of maps, plans, models, drawings, documents, statistics, etc., illustrative of situation, historic development, communications, in- dustry and commerce, population, town conditions and requirements, etc.” Nearer at home, a number of American cities, in some cases in connection with city planning studies, but more especially with financial, industrial, and social investigations, have applied the princi- ple of the local survey, and have instituted researches into city con- ditions, thus throwing light on causes, and giving a surer basis for recommendations and remedies. Among American cities which have had local surveys preliminary to city planning may be mentioned Pittsburgh, Newark, Jersey City, Cincinnati, Boston, Hartford, Chicago, Seattle, Sacramento, St. Paul, Madison, Kansas City, Schenectady, and Erie. In the city planning work at Bridgeport, the list which follows has been drawn up as representing the data believed to be obtainable within reasonable time, and without too great cost. The items marked by an asterisk represent the material already collected, and in most cases this material has been put into the graphic form of diagram or map. The list follows: BRIDGES *Survey of Area about Stratford Avenue Bridge *Trafhic Counts *Sections of present and proposed bridge at Stratford Avenue ¥* Indicates that the survey, map, diagram or plan is being reproduced in this Report. 15 CITY OF BRIDGEPORT PLAN SHOWING THE DISTRIBUTION OF POPULATION BASED OM THE U,S,-CENSUS OF 1910 JOKN HOLEN - LANDSCAPE ARCHITECT CAMBRIDGE, MAD8, 194 LEGEND © Representing AS people Ke Bidislh tatgin Syren ae HEN, BK, BR. Y Induatries W Aurks, Cemeteries, Haspitads oh Gj RB. Properly, Dosebat? Grouna's eh. Diagram showing the distribution of population, each dot representing 25 people. This diagram is of value in connection with street planning, the best distribution of schools, playgrounds, parks, etc.; also in fixing the locations of the proposed building zones. 16 *Draw Openings *City Engineer's Bridge Plans STREETS *Traffic Census *Street Widths and Sections *Building Lines *Map of Present and Proposed Streets *Measurements of Vehicles *Grades INDUSTRIES *Industrial Survey Location Homes and Place of Work (data partly collected) SCHOOLS *Location Schools and all school land *Size of School Buildings * Area School Grounds * Area Play Space at each School *Number of Pupils Attending each School *Play Space per Pupil at each School *Number Rooms, and Pupils per Room at each School *General District Statistics as to ages attending and non-attend- ing, with reasons for non-attending. *Any proposed alterations, additions, etc., to buildings on grounds. *Schools showing half mile Efficiency Circles. PLAYGROUNDS *Location and Area * Attendance figures *Equipment and supervision *Yearly Expenditure on each *Distribution of population 5 years to 21 years *Playground showing half mile Efficiency Circles. PARKS *Location and Area *Equipment and attractions *Yearly Expenditures * Area of Parks per capita *Probable area needed in 1950 at same per capita figure * Area needed in 1950 on regular per capita figure BUILDING DISTRICTS *Survey showing present distribution of buildings by classes LAND SUBDIVISION *Typical blocks and lots, and other related data 17 It applies directly Sh) Sas RSS SSSSS Ss COs : GMA 4o0- %00 ACR one at 2 sR) GZS OUR Bees \ Wk 8 qs US CITY: OF: BRIDGEPORT RANGE IN LAND VALUES DIAGRAM BASED OM FIGURES SUPPLIED BY THE~BOARD OF ASSESSORS 18 from less than $5 to over $1,000 per front foot. Complete figures could not be had. This chart to the establishment of proposed building zones, the selection of parks, and especially to the distri- is of direct use in connection with practically every feature of the city planning. bution of various types of homes. Diagram of range in land values based on figures supplied by the Board of Assessors, values ranging Il. HOUSING CONDITIONS *iInvestigations of typical good, average and bad conditions *Plans showing development of some typical existing blocks PUBLIC BUILDINGS *Location of existing public buildings GENERAL *Map of City and Environs *Curve of Population *Distribution of Population *Wind Roses *Zones of City *Surveys of City—City and Government *Surveys of Waterways—City and Government *Holdings of Railroads, Water Companies, and other public utility companies *Harbor lines, City and United States *Old Maps and History of City *Building Heights *Land Values *Food Supply data *Vital Statistics *Comparison with other cities in expenditures *Location grade crossings Sidewalk encroachments *Freight Routes *Building Permits (3 year period 1911-1914) *Business Permits *Public and quasi-public property map *Detailed Budgets *Report to the Committee of Audit, 1913. A Study of the Organi- zation and Procedure of each Permanent Board, Commis- sion, Committee and Office (except those concerned with courts, education and elections) *Photos covering all important subjects of local Survey and City Plan THE FAIRFIELD AVENUE BRIDGE.?+ A full report (18 pages), on the problem of bridges across the Pequonnock River was submitted to the Commission by the city plan- ning expert on September 28th, 1914. This report, accompanied by plans, was prepared by the undersigned, in consultation with Mr. Frederick Law Olmsted, the latter concurring in the conclusions. The recommendations contained in the report may be briefly summarized as follows: — {See letter in Appendix, of City Plan Commission to Bridge Commission. 19 J Soyo dy MOS aA = \ sour pooy12%d p J2249 a pesodety LL Lodi “pL eBed uo ‘Eg yqyxy se 0} passajer ued osfe * xIpueddy UT UOISSTUIUIOZ) JO J1OdeY 39g “(p NqIyxy se yodei ay} Ur 0} parteyer) ‘UOTSsTUIWIOD aZpug oy} 0} uoIssHUIOD Ue[g AND eq} &q pepusuurose. sueyd ay} Jo 9UQ \ \ [| | | 98 ae. ee 207! 20 NOISSIWMWO0D FOYT IHL OL NOISSIWWVOD NETS ALTO FHL AG TZINIWWODTS SY STIHIWOAdSY owe SNOLEYIOT FOUHT MAN OS NYIS 1. A re-location of the bridge at Fairfield Avenue as shown on the plan. Also, the resultant new traffic ways to connect with Nichols and Kossuth Streets to the north, and Stratford Avenue and East Main Street to the south. The re-location is at right angles to the river, in better relation: to Fairfield Avenue at its west end, and to the new streets proposed at the east end. An incidental advantage of some importance connected with this recommended location is that it would permit of the use of the existing bridge during the period of construction of the new bridge. 2. One of the most important justifications of the proposed re-location of the Fairfield Avenue Bridge is the fact that it is favorable to a possible future bridge at State Street. An impartial examination of the location of the main streets of Bridgeport, of the trend of de- velopment, and of the principal routes used by traffic, as indicated by an analysis of the traffic count taken in July and fully illustrated in the accompanying diagrams, shows that there would be decided ad- vantages in a bridge located opposite State Street, connecting with Stratford Avenue on the East Side. The main difficulty in the way of building it at present is the insufficient head room under the rail- road. 3. At present there is a very poor utilization of the Pequonnock River south of the railroad bridge. The plan submitted proposes the laying out of streets or roads along the margins of the river on both sides. This proposal rests, of course, upon the possibility of securing from the United States government a change of the harbor lines. 4. A re-location of the bridge at Fairfield Avenue, the construc- tion later of a bridge at State Street, and the replanning of the ap- proaches of both bridges, gives an opportunity to secure a better location and more adequate site for a future railroad station for Bridgeport. This is shown, on the plans submitted, at the foot of Wall Street, occupying with its plaza, the entire area from Fairfield Avenue to State Street, and from Water Street to the river. 5. The present bridge study has considered only the most ob- vious street changes involved on the West Side; that is, Fairfield Avenue, State Street, Water Street, and Wall Street. Even those have only been studied in a preliminary way, and should be taken up again in connection with the main lines of communication for Bridge- port. A careful examination of the land and building damages and benefits involved would also be required, before judgment could be passed upon any plan. Other streets, Middle, for example, should be studied with a view to their extension or widening, or both.f 6. The bridge plan submitted to the Commission shows a some- what radical reorganization of streets and blocks on the East Side. At +See communications in Appendix from City Plan Commission to Com- mon Council and Bridge Commission. 21 zouuelg AyD ‘usjoN uYyor hq pepueuruioses §1odespug yseq ul! saBuel) yearjg pue soyseoiddy ‘suo1e2907T aspug May] Joy uefg [ezeueZ) Lae ale s ANVSHIOD : TPL LS pon i aS - N ny 3 ; > e S x \ yaa 2 Gv, he ee panpyy sebropuoy uspoyy WYER 8 A paprizour #7 uorzepg. sebvessoy poopumazg pee POowzIOd/ Of” ¥0172907 w9% fy STHQVOAdES YY one SNOILWIOT FOUNYT MIV wo : WYADWIT. WAINTD Taney Met PRON NETS NolLwlL S awit aol fe 2 Few Deaapy wsarnD F70HD7y, j arzsetes a IMOVTWITS & & K 9 ne“ (fv SITT ’ HLIESODS Pb vssefysberguoa SQ precoty anuawed onwmssuanciily Prxed wergerg Lust rtf “oO | | a Wi oom ss j 0 LITALS h % 4 +s 22 the present time, the developments in this section of the city are of such a character as to warrant these changes, provided substantial economic and industrial results would follow. The claims for this plan are that it provides a more direct, adequate and convenient system of thorough- fares; a complete, well connected system of secondary streets; well shaped blocks in a variety of sizes adapted for industrial and commer- cial development of a type suited to the East Side; and general use of the entire river frontage with deep water for public or quasi-public pur poses. It also provides two large open squares, adding convenience to traffic facilities, and affording valuable sites for business purposes; a site for a Custom House, or other public building, with ample sur- rounding park space; and a good location for a Fire Station, or other civic buildings. Ill. MAIN LINES OF COMMUNICATION. I submit for the consideration of the City Plan Commission, a general plan for proposed development, showing existing main lines of communication, proposed new lines of communication, and exist- ing and proposed parks and reservations. This plan includes not only Bridgeport, but also parts of Stratford, Fairfield and Trumbull. In many respects this plan covers the most important and far reaching phases of city planning in Bridgeport. It represents the broad view that should be taken now with regard to thoroughfares extending in every direction from the center, especially the radials. It includes also the circumferential thoroughfares which connect points round about the city. The main topographical features, including water front, rivers, lakes, ponds and streams, also the railroads, and principal outlying towns, are the determining factors in the location of these main lines of communication and of the various local centers. A detailed description of the location of these thoroughfares, and of the importance of the intersections, is not necessary in this preliminary report, because all of this can be more quickly and better understood and appreciated by an examination of the plans submitted. These matters will be taken up in detail in the final report. As a further illustration of the principles which have guided the selection, extension and completion of the existing and proposed thoroughfares, a theoretical diagram of the main lines of communica- tion for Bridgeport accompanies the general plan. It shows how order and convenience may be brought out of chaos. IV. INDUSTRIAL WATERFRONT. The time will soon arrive, if it has not already, for Bridgeport to consider seriously the future of its industrial improvement, especially with regard to the location and development of a large modern in- dustrial district. This subject has been discussed heretofore in 23 ‘ased ayisoddo uo queuidojaaag pesodoig 10} ueg Texeuey WHAM eredulod $= ‘apraoid 0} s}duraye ued ay} yoy 10} potsod ayy Bump Ay ay} Ul payesodioour aq 0} AyayT] ore YoTyM sun A}19 yUsseid ay} apisyno seaze asoy} ued ayy UI opNpU! 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Fate t 4 9 ‘ 4) Yo ir 2 ae ae 2 “sh = P eo & >] a # 7 ‘ [io ‘ = \ - fp : . % i a ~ Ms ca \ ‘ ~ / is = W L a y 21 = A 24 *s19JU99 [BDO] SNOLeA ay] JO puke UOT}eoIUNUI “UI0D JO SOUT] UTeUI asay} Jo UOT}eD0] ay} UT saINyea} SuruMMezep oy} ae ‘saZeT]IA pue sumo} BuIAYNO Jediourd pue speogter ay} Osye ‘sureays pue saye] ‘sr9at YuOJj 1937@M BuIpnpoul ‘sainyeoy peorydesZodo} ureur sy “Ayo BY} yNOqe punol syurod yauUOD YSIYM sereyYySNo.0Y] [eyUaIEy “UINDIID BY} Os[e sepnpuT 7 ‘sfelper ayy Ajpeioedsa ‘4ezUeD BY} Woy UOTeIIp AJ9A9 UT BUIPUs}xe SazeyYsN0I0Y} 0} peBe1 YIM MOU Usye} aq P[Moys yey] Mors peoigq oy} syuaseidar yy “[[NQuinzy pue ‘pjeysrey ‘profess jo syred osye yng ‘yrodeSpug Ajuo you sepnpoutl ueyd sty, = ‘suoTyeAIS “Sai JayjO pue ‘syed pesodoad pur 8unsixa ‘uotyeotuNWIUIOD jo soul] UIeUI pasodoid pue ZuNsIxe smoys 3] + “JUaUIdo;eAaq pesodolg 10} ue[Y [e1sueT) ——— we = pe ose ae snr seared INEZ, a wv 4 Fas 5 NO anv7sis sie ANINSOTINIG AISOSU Sf HOS NWT7qd IWYINTD as realy ohequng bp prertoes aaihee nseaey= Gre tran pind 07096 452M ONY 46n BNMOL LNIDVOY ONY LABILITNNOD LYMOdAICTA FT YO ALID M10 ON TH ip A ovorsvvte ‘ q waoareey A fF a fe : Ne A fh emaeg STON os god 25 BRIDGEPORT Connecricur : Theoretical Diagram of Afain Lines of Communication Sohn Nolen andscape Architect Alarvard Syuare Cambridge Affass. TIVE 2 % e ‘ 5 < 6 v , & Se, 3 x y ie Farm ¢ “tupyp | ‘s € Hoes ; “O47. d me : L wf mee Pe f RT gournr? Pande Ong ScaLe ogo 4 / Pu The theoretical diagram of main lines of communication follows very closely the actual street relations of the General Plan submitted on page 25, and shows how, with a comparatively few new streets and connections, the main traffic ways can be wrought into an orderly, balanced frame, on which to build‘up the future city. 26 Bridgeport, and there has been some expression of public opinion with regard to the unusual opportunity afforded by the low-lying land in Stratford close to the water front, east and south-east of the city. | have given attention to this as a feature of the general plan for pro- posed development, showing on the map a tentative scheme for the laying-out of a large industrial district for gradual development in the future. The proposal as shown includes six great piers, four of them 500 feet wide, two of them 600 feet wide, and all 3,300 feet long, with docks 250 feet in width, the main dock up through the center being 1,000 feet in width. An industrial track could be located to afford ample railroad facilities for such a district, great roads of communica- tion could be put in where needed, and other features included to complete the requirements of a first-class industrial district. The general location, so far as transportation facilities, both water and rail are concerned; the direction and duration of the wind, and other controlling conditions, are all favorable. Immediately back of the territory to be used for industrial establishments there is land which appears to be well adapted for an ideal scheme of home development for workers in the factories, along the well recognized lines of garden cities and garden suburbs. f Section of proposed water front street. At present much of Bridgeport’s water front is unapproachable, at least in the sense that one cannot get to it. A good street located at the harbor line, for some of the water front, would form a continuous public landing open to all sorts of water commerce, and would render available first class locations for storehouses, factories, etc. There will always be some important industrial development along the harbors, rivers and minor creeks of Bridgeport, but it seems as if a large well-located and carefully organized industrial district, such as is here proposed, would be even more advantageous to Bridge- port in the future. The scheme, of course, is now only of the most tentative nature, and is submitted for frank discussion and criticism. The practicability of an Industrial District, as here outlined, has not yet been examined by the City Plan Commission. 27 THROUGH OTREET Streets should be designed with regard to their uses. The three types of residential streets shown above give a general idea of the range of possibilities in just one class of streets. Reference should also be made to the water front, parkway and boulevard sections shown on page 27 and page 29. 28 BOULEVARD Section of proposed parkway and boulevard. The special types of parked streets outlined here show what could be done to increase the beauty and attractiveness of the city. The parkway is designed particularly for roads that follow the shores of ponds or rivers, of which there are opportunities for many in Bridgeport. V. PARK SYSTEM. Bridgeport was formerly known as the Park City, and the name was then justified, for twenty-five years ago it had a leading place among American cities in the matter of parks, with one acre to every 200 of population. At the present time, however, its position is con- siderably changed, due to the fact that with the great increase of popu- lation, there has been very little increase of park acreage,—efforts and funds having gone largely to park construction. The actual figures for comparison are as follows:—in 1890 Bridgeport had a population of 40,000, and 240 acres of parks,—one acre of park to every 200 of population; in 1910, with a population of, say, 100,000, and only 350 acres of parks, it had one acre of park for every 300 of population. In the meantime many other cities of the size of Bridgeport have forged rapidly ahead in acquiring park and playground lands. Parks nowadays mean not only such parks as Beardsley and Seaside, but also small neighborhood parks, playgrounds, playfields, etc. In fact, there are coming to be definite types of outdoor recrea- tional facilities, which for convenience may be classified as follows: 29 Exesting Parks & Playgrounds N Contemplated Addition vo ‘ale Park Wh Cemeteries Lp. Mydraulic Co. School Grounds DIAGRAM SHOWING Ex1S TING PARK AREAS LE Existing park areas, in all 259.18 acres, or one acre to every 444 of the population. Contrast with Proposed Park System, opposite. See Appendix for Park and Playground Data. 30 2O/AGRAM SHOWING PRoposen FARK SYSTEM 1904 Pian Ne JP Diagram showing proposed park system, approximately 1064 acres and 40 miles of parkways. Con- trast with existing park areas. See Park and Playground Data in Appendix. 31 As a result of the unstudied development of American cities, there are many awk- ward turns and inconvenient street relations that should be systematically improved. Bridgeport has many of these. Two illustrations are here given, with an indication of the way in which improvements could be secured. 32 Scattered Facilities: Type 1. School grounds. 5 Playgrounds (for small children) Playfields (for baseball, etc.) Neighborhood parks. Connected Facilities: Type 5. Community parks. ‘6. Reservations. “7. Parkways. +e wh These types of outdoor recreation facilities are inter-related as follows: Type I: usually isolated, especially in older built up sections. Has a decided advantage in being adjacent to 2, 4 or 7, and can well be located at edge of 5 and 6. Type 2: often isolated, but can well be included in 3, 4 and 7, or on residential side of 5 and 6. Type 3: occasionally isolated; gains by being adjacent to 7 and can be designed as part of 5 and 6. Type 4: usually isolated, but gains by being adjacent to 7. Type 5: independent, but should form a link in park system, being joined to other units by 7. If carefully designed, it may contain |, 2 and 3. Type 6: independent and at a distance, but tied to system by 7. In rightly designed areas may contain |, 2 and 3. Type 7: links in the general system. In the broader parts 1 and 2 can be included. VI. BUILDING ZONES.7 Diagramatic plans are submitted showing in a general way (1) present building distribution and (2) the approximate location of pro- posed zones or building districts. So far as possible the latter is based upon existing conditions, but it indicates the possibility of guiding fu- ture development so as to provide a more natural separation and a more orderly expansion and development of the several districts. It would also make possible the provision of much better facilities for business and industrial districts, and more appropriate surroundings for residential districts. The following points should be noted: 1. Consideration should be given both to the rights of the com- munity and the rights of private property owners. In the long run, I believe that these interests will prove to be more nearly identical than they are generally believed to be, and that one of the best reasons for districting a city is that it makes general real estate values in all sections higher and more stable. {The practicability of establishing ‘“‘Building Zones’’ for Bridgeport has not yet been examined by the City Plan Commission. 33 Parks & Qpen Spaces a RE. SAL SIDENT/ a an fouses ie Zz a er dots cS ee a ae TaN een aa Va A Woe / Xc 4 BAd y Tenemante &Dredin, om thodeguate lowe LJ] + Onbutlé on Areas ae a6a2, = 3" 2 SS ss 3 Ese “ee OEE sas CITY - OF: BRIDGEPORT PRESENT: BUILDING « DISTRIBUTION JOAN NOLEN ‘LANDSCAPE ARCHITECT CAMBRIDGE: Mass, 1918 1S LAND 30 6 u N Nop Diagram of present building distribution, showing by different legends business, industrial, various types of residential, parks, and unbuilt-on private areas. This diagram should be examined in connection with the proposed building zones opposite, for which it forms an important basis. 34 L 9° Jo Ln; aN WN RSG; PE ARCHITECT GE +aASs. 15 CITY OF BRIDGEPORT CAMDBRID 91 PROPOSED BUILDING ZONES JOAN NOLEN LANDSCAI Packs & Qoen Spa RESIDENTIAL F LZ, het Residential Pow ey, 15 LAN D residential, and park areas. See also Key Plan to Industrial Survey, page 66. For discussion of Diagram of proposed building zones, showing by different legends business, industrial, various types of proposed building zones see pages 43 and 45 of the Report. 35 CITY OF BRIDGEPORT CONNECTICUT BUILDING PERMITS JUNE, 15,1913 1914 sLANOD N 6 g s Qu 4: v2 2 O Dwellings @ Shores, Ags. oft. Diagram showing the number and distribution of building permits for three years from June 15, 1911 to June 15, 1914. Dwellings are shown with an open circle; stores, factories, etc., with a solid circle. Refer also to “ Growth of Building Operations 1895-1914” on page 37. 36 2. The fixing of the boundaries for the various districts is as important as it is difficult. These boundaries should be determined not only by present conditions, but by a careful forecasting of the probable future conditions. In general, | think that the prevailing opinion on this subject is that many of the areas should be relatively small, and that they should be subject to change periodically with changing conditions. 3. There are three different methods of procedure: one is to prohibit in residential districts the use of property except for residen- 1895 621,316 1896 a5 1897 87 1698 003,67 1899 i 1900 13465 190} 1.061741 1902 1) 1903 0179 1904 70,9 26 524 1905 603 1906 195 GA 07 1908 Go 1909 643 910 5 91) 992 1912 O56 19) 19324 1099 1914 GROWTH: OF: BUILDING OPERATIONS Compare with diagram showing distribution of ‘building permits, opposite. tial purposes; another is to enumerate certain industries to be excluded from such residential districts; and still another is to name and define districts in which certain enumerated industries may be allowed. From present knowledge of conditions in Bridgeport, my opinion is that a law somewhat like that for second class cities in New York State might prove best. In this law, everything but private dwellings and two family dwellings, and private garages or private stables at the rear of the lot, is excluded from the residential districts. A valuable paper by Mr. Lawrence Veiller, Secretary of the National Housing Association, entitled ‘Protecting Residential Districts,’’ was submitted at the last National Conference on City Planning. It sums up the experience of American communities in this matter, and gives valuable opinion upon the legal and administrative sides of the subject. _ 37 The conclusions of Mr. Veiller’s paper follow:— I think it must be evident to the unprejudiced observer, * * * that a new use for the police power has been discovered and that it is possible to protect residential districts from the invasion of objectionable industries and to preserve to the inhabitants of those districts the enjoyment of their homes and property under rational conditions of human existence. In seeking legislation of this kind, however, there are certain important considerations which should be followed if we wish to succeed. ‘First, we must have a broad enabling grant of power from the legis- lature authorizing the individual city or a group of cities to establish residen- tial districts. Second, we may prohibit outright in such residential districts all uses of property except for strictly residential purposes, or we may enumerate certain industries that we desire to have excluded from such districts. Third, if we desire to exclude large multiple-dwellings such as tenement houses, apartment houses and hotels from private-dwelling districts, we must so draw our enactment as to exclude everything other than private dwellings or two-family dwellings, or we must exclude such multiple-dwellings by specific enumeration. Fourth, wherever we make any specific enumeration of industries that may not be permitted great care must be taken to enumerate only those which can be shown to be injurious to health, safety, morals or the general welfare. Fifth, it is better not to make our laws retroactive, but to concern our- selves only with the future development of the neighborhood. Sixth, we must not place the final determination with regard to the es- tablishment of districts solely in the hands of the property owners affected, nor on the other hand must we leave it solely to the local legislative body. Both elements must have a right to be heard in the determination. Seventh, the geographical boundaries of the district must be small so as not to interfere unduly with the commercial development of the city. Eighth, the plan of operation must be flexible and the restrictions im- posed removable by as simple a process as the one by which they were im- posed. ‘If these considerations are followed it is believed that laws of this kind can be made even judge-proof.”’ 4. If an ordinance is to be drawn for Bridgeport, it should be drafted in a spirit of help for factories and business interests; that is, effort should be made to provide them with the best possible facilities in the districts to which they are limited. In other words, the or- dinance should help all kinds of buildings by discriminatingly limiting them to those districts in which they naturally belong, and in a first rate development of each district to provide for the various types of buildings and uses. There are many indications in Bridgeport of the unfavorable ways in which uncontrolled development in this matter of building districts works out. Many local illustrations could readily be given. 38 VII. LAND SUBDIVISION. The lot and block dimensions which are being platted from week to week in Bridgeport and other American cities vary greatly, often for practically identical conditions, and with no apparent reason, other than current local custom or personal whim. And while local custom may sometimes be a controlling consideration with a real estate de- veloper, it is of great practical importance to reach more definite con- clusions about the advantages and disadvantages which are likely to accrue to the city in the long run from one or another of the various standards and methods of dividing land for use. The importance of this subject is such that the National Confer- ence on City Planning has recently appointed a special Committee on Land Subdivision. The directions of investigation of this Committee can, | believe, be profitably followed in Bridgeport. The main facts which are needed first of all are: 1. The prevailing types of subdivision plans which have been largely used in Bridgeport. 2: The periods in the history of the city when each has been in vogue, and the conditions under which it has been used. 3. The subsequent history or normal examples of each type. The history should include, so far as practicable, the physical results, the sociological results, and the financial results. In order to get at this matter as definitely as possible, the City Plan Commission, acting upon my recommendation, is now investigat- ing some of the prevailing types of Bridgeport land subdivision with regard to the following points: 1. Depth of lot. 2. Width of lot, 3. Width of street from lot line to lot line. 4. Alleys, if any, with their dimensions and arrangement. 5. Spaces, if any, within the block, other than lots and alleys, such as block playgrounds, allotment gardens, etc. 6. The existence and nature of restrictions, if any, controlling size and location of buildings on lots. Some of the results of this investigation are submitted in the plans reproduced in this preliminary report. When the investigation is completed, it is hoped that some valuable inferences may be made from the history of land subdivisions in Bridgeport, and that some definite recommendations may result that will be helpful in the future to real estate developers and to the people who own or occupy the land. 39 ‘ayeds aures 9y] 0} UMBIp are [TY ‘e8ed azsoddo yy aieduioy = *}x9} aes uoNdudsep Joy ‘ywodespug jo yusutdojeaep Burpying 24} pue suejd yoo;q pue qo] ay} jo [eotds} are aAoqe uMOYs syD0/q ey] 9 SNWAZAY HLAOW Ss L4a9aLS AATIAM vu r E SS § t 8 B gE | te . . § z 4 a > Es : z a Z c z Ee if m iS 2 LaAzgaLS FAwaows iagzase OWITISON v € SONAAV dooMmWoqaG- L32aLS ANwe 3 = z z i : § E 8 & 5 @ a & a Ve gy LaTaAaLS COOMNIT i133gaL6 NOLIZWS cS LAAALS TENWOG I | AOWAAY WOIWO I = : a * a = 8 a g Gq é % eo Cc wv aowaay TWoaavoa AOWAAY “walWao 40 "GE eBed uo souoz Burpying pasodoid ay} yyIM osje pue ‘aed ayisoddo uo ysodespug UI SUOI}IPUOD YD0[q pu 30] BuIysIxa ay} Jo aUIOS BUIMOYsS SUIeAZeIP 94} YIM peredulod eq pynoys sueiZeIp asoyy “SSUIP[INg ay} Jo suOT}eOO] OY} UI poiNdes aq p[nod AjalieA JayeoI3 ‘Buruueld pa[iejep aioul uy ‘saZueyd Buryiys ysour ay} ale SyDO[q oY} jo ssouuedo pue ssaul[iepio yueyNsel ay], ‘Sp pue ¢p seBed uo pajzeoipul se souoz BuIpying snowed 10} sUONIIIjse1 poyseZZns ay] YM aoue -piosse ut pedojessp jr aq plnom sy90]q yeotdA} ano} jo aoueszvadde oy} yeYM MOYs BAOge suIeIBeIp ay], ANOZ LNaWaANAL ¢ if ‘> € 3 i 5; he wy ee Ss = 2 Cra FOL ; acne Re ea eee peo o ii SASMOHW ATW OML SACMOW: ATIWW4 TIONIS ANOZ “IVILNAGISAY we ANOZ ‘IWILNAGISAY we | aleslcara Ch il fo ve eye™ ay CETL a|a|B[alalala[Be Ase ARIE ROR i ail Ce iat > De 23 we eta aC (QB a\o Je|aee} ANOZ ‘IVILNACISaY al 41 NATIVE PARENTAGE COMPOS/TION OF SCOTLAND OTHER FOREIGN COUNTRIES om CANADA SCANOINAV/AT GERMANY ENGLAND RUSSI/T ITALY IRELAND in|) HUNGARY COMPOS/7T/ION FORE/GN BORN POPULATION 42 The blocks shown are typical of the lot and block plans and the building development of Bridgeport. The wide difference in the use and character of buildings in the same block, and the congested conditions, are very noticeable. These examples are normal; extreme cases, however, being only too common. 1. No. 1 is a typical block in the East End. The lots along the main streets are being used for store and tenement purposes. One side of the block is built with two family houses, while more than half of the other side is occupied with single family houses. The end lots are irregular in size, while those on the side streets are fairly uni- form. The normal width is 40 feet and the depth 100 feet. 2. No. 2 is in a thickly built up section of the East End, back from the main through streets. The Bunnell Street frontage is made up almost entirely of 3 story, 6 family flats with some stores. The Central Avenue frontage is occupied by 2 and 21/7 story dwellings. There is some variety in lot sizes, the normal lot being about 38 ft. x 125 ft.; end lots 50 ft. x 100 ft. 3. No. 3 is in the Maplewood district. The houses are fairly uni- form, 2!/, stories in height, evenly spaced. Normal lot 40 ft. x 105 ft. There is a 20 ft. set back on Beechwood Avenue; an 18 ft. set back on Linwood Avenue. 4. No. 4 is in the old Barnum Subdivision. Great variety of lot sizes, and corresponding variety in use, ranging from | story wooden store to 3 story brick block, and from a very small 2 story single family house to a 3 story, six family flat. The lots are for the most part 100 ft. deep, but vary from 50 ft. square to 55 ft. x 100 ft., the smallest frontage being 30 ft. 5. No. 5 is ina newly built up district to the west of North Main Street. The houses are nearly all of one type, viz: 2 story single family wooden houses, the regulation lot appears to be about 50 ft. x 100 ft. The set back is fairly uniform, being 25 ft. to house line. 6. No. 6 is in the Brooklawn district. The houses are large and with one exception single family dwellings, 2 and 21/2 stories high. The lots range in size from 50 ft. x 100 ft. to over an acre. The following Restrictions are suggested for various Residential Zones in Bridgeport :— 1st Residential Zone: single family houses, and only one house to a lot. Lots to be at least 60 ft. x 120 ft. No building allowed nearer than 20 ft. to the street and 10 ft. to side and back lines. No stores al- lowed except by special ordinance. 2nd Residential Zone: single and two-family houses. Single family houses to have a lot at least 50 ft. x 100 ft.; two-family houses to have lots at least 60 ft. x 100 ft. No building allowed nearer than 15 ft. to the streets and 7! ft. to other lines of property. Block houses al- lowed in restricted areas, but the number of families to the acre not 43 LEGEND :— VA = Dwellings Owellings with Stores Factortes (C7) Barns, Shea's ete. Ell; = = mm A L ‘ye NV 7 \\ Y\YG Mel NS PA VAG ELL STAGES OF DEVELOPMENT REILLEY & WILLARD STS. 1876-1914 MARVARD - SQUARE - CAMBRIDGE: MASS. 44 The paragraph dealing with “Ten- ement and Apart- ment Zones” on page 47 should have been inserted here, »==e=——__»— to be raised higher than allowed for two-family houses. Block houses to be built complete with finished ends. No building allowed nearer the streets than 15 ft. The end walls not allowed nearer the property line than 10 ft. No stores allowed except by special ordinance. A plan for subdividing land should consider not only its im- mediate use, but also its probable subsequent use, administration and maintenance. This may be done in part by the plan itself, and in part by binding restrictions providing for permanency in the character of development, or it may anticipate a change or conversion into a dif- ferent use later on. Opinions of landscape architects differ as to which is most desirable, a plan that makes change difficult or one that makes change easy. Under such circumstances it is a mistake to dogmatize. One thing, however, is clear, even from a superficial study of land subdivision in its relation to housing, namely, that the worst results usually have not been due to the low standard or the lack of fitness of the subdivision into blocks and lots for its original purpose, but rather to its lack of fitness for the purposes to which there was afterwards an attempt to adapt it; or else to the lack of regulation, or the low standard which the public permitted to be applied. Here | believe public regulation and control would be of great benefit. A concrete example in Bridgeport is the study submitted of the block bounded by Reilley, Willard, Pembroke and Hallett Streets. This block is reproduced in the Report showing the conditions existing in 1876, 1896 and 1914. The history of the block follows: A half century ago this Reilley Street block was in the midst of an open field. A few years later streets began to be cut through and about 1870 the first houses were erected. They were of the single and two family types and were placed ten feet from the street line in the middle of lots 40 ft.—50 ft. wide and 70 ft.—100 ft. deep. This re- sulted in a good open development, with ample front and back yards. The owners and tenants were frugal, hard working Irish factory hands and tradesmen whose earnings were approximately $12.00 a week. They paid rents averaging $12.00 monthly. Gradually, with one ex- ception, the whole neighborhood was built up:in this same open man- ner. The exception was a line of tenement houses a few blocks away tenanted by the poorer Irish until they could afford the better surround- ing dwellings. About 35 years ago the Frary Cutlery Co. of New Britain moved to Bridgeport and located nearby. With the factory came a number of Slavs, the unskilled workers, who found lodgings in the tenements. The Frary Co., seeing a decided business advantage in the Slav, en- couraged the latter to write to their friends in the old country to come over. Asa result Slavs began to drop into Bridgeport slowly at first, but soon in ever increasing numbers, as other factories appreciated their economic value. At first they huddled in indescribable density in the tenement section which soon earned the sobriquet ‘‘Hell’s 45 Kitchen.” The Slav is, however, in reality a hater of squalor, and also quite ambitious. Hence little by little, he found his way into the dwell- ings of the Irish, where owing to his frugality he soon became the house owner. So in short order the district changed hands, the Irish being glad to sell and get away from the despised Slav. In the early nineties began the influx of the Italians, due to rail- road work in and about Bridgeport. Drifting naturally to the cheapest sections they found their homes in the tenements of “‘Hell’s Kitchen.” Frugal like the Slav, but in a different way,—the Italian took in un- limited numbers of boarders, and soon scraped together enough to rent the houses of the Slav. Other foreigners followed in the footsteps of the Italians, among them the Jews, all competing for the dwellings of the Slavs. But now the Slav being of a finer and more industrious make-up than the new-comers, soon tired of them and almost in a body moved over a mile to the north, where they built large blocks far from the dirt and unhealthiness of the “‘Hell’s Kitchen”’ section. The Italians and Jews not only took over the vacated houses, but built others, many of them on the interiors of lets. This practice has continued, until today we find the people herded like cattle, in blocks whose percentage of open area is decreasing each year. Here again is a slum in the making. An examination of the accompanying dia- gram, comparing the blocks in 1876, 1896 and 1914, will show its gradual evolution. In investigating the history of the double lot marked “A’’, we find that the original houses were owned by Irish who later‘ sold to Slavs. The latter were content to hold to the open development, but not so the Italians, who came into possession in the late nineties. They immediately built a brick three family dwelling in the rear and about a year ago made most remarkable changes. The old house on the west side of the lot was moved to the rear of the original house on the east, the two then being joined together as shown. A large brick 3 story tenement for six families was then erected, leaving as the only open space a little interior court yard to which an approach 4 ft. wide leads between houses. The statistics of this lot, marked ‘A’, follow: — 18767T 1914 Size Lot 80 x 85 80 x 85 Assessed Valuation $5,760 $13,000 Bldgs. Value —_——_ 10,000 Land —_— 3,000 No. of people on Lot 20 75 No. of families on Lot 4 13 Rents per month per each family $12 $7—$8 Total rents per month $48 $94 Total rents per year $576 $1,128 Income based on assessed valuation 10% 8.8% TApproximate estimate. 46 Tenement and Apartment Zones: no building to be over three stories in height. Regulations as to materials to be covered in improved building code. Buildings to be complete without blank end walls. End walls to be at least 71/4, ft. from property lines All blocks 200 feet or over in length to have a public wagon way to rear of lots from front street, through the block; archway if desired. This is necessary as a fire protection. Stores allowed on first floor. All buildings al- lowed in the 2nd Residential Zone allowed here with same restrictions. Apartment houses to be allowed only in special zones indicated. They are to be of fire-proof material, and not over four stories in height. Complete blocks only allowed. Stores allowed on first floor. VIII. HOUSING CONDITIONS. Reference should be made here to the interesting investigation and report upon housing conditions in Bridgeport prepared recently by Miss Udetta D. Brown, for the Bridgeport Housing Association. It covers construction and fire protection; sanitation and maintenance; the condition of narrow streets, courts and lanes; a description of re- cent developments in tenements, two family houses, and one family houses; and a summary of good and bad housing conditions in Bridge- port, with definite recommendations for improvement. IX. PUBLIC BUILDINGS. The locations proposed for public buildings in Bridgeport will depend to a considerable extent on the general conclusions of the Commission as to the main lines of communication, and the develop- ment of the various city districts. Some of the alternatives which will naturally come up for consideration are: 1. The advantages and disadvantages of scattering public build- ings in various parts of the city, as heretofore. 2. The grouping of new buildings in the neighborhood of the present City Hall. 3. The establishment of a center, primarily educational per- haps, on Golden Hill. 4. The selection of an entirely new location in connection with new city plans as a future Civic Center worthy of Bridgeport. In addition to the grouping of the main buildings in the central downtown district, there will be good opportunities in the proposed plans for minor groups of buildings at important street intersections or local centers in and around about the City and also for single build- ings on the axes of important streets, or in other prominent locations. This whole matter should rest, it seems to me, until the Commission has had opportunity to study the preliminary plans now before it, and thus arrive at some general conclusions. 47 acvom, % ie: PUBLIC & SEMI-PUBLIC BUILDINGS Diagram of public and semi-public buildings drawn to show their size and gene- ral location. Many of them appear to have been located in a haphazard fashion. There is little indication of an attempt to group any of the build- ings in an orderly fashion, thus securing advantages of convenience and better appearance. 48 X. ORDER OF URGENCY. It is not too early to turn attention to the order of urgency of the various city planning projects proposed for Bridgeport. A com- prehensive plan for a city is certain to include a great many subjects, and some of them will be of much more pressing importance than others. The Commission must endeavor to arrange, or select, the ies projects according to the precedence which should be given them. There are two classes of improvements which are more urgent than others. First, those which most vitally interest the public. These change from year to year, and yet if city planning is to hold the in- terest and attention of the community at large, it must include definite recommendations with regard to those matters in which the public is vitally interested. In the case of Bridgeport at the present time, | should say that under this head we should include as urgent, bridges, the downtown district, problems in connection with industrial de- velopment, and better homes for workers in the mills and factories. The second class includes those things which are of supreme and controlling importance in city planning, even though the public is more or less indifferent, and does not at the moment appreciate them. These are the things upon which permanent city welfare rests. In Bridgeport, as in most other cities, they include farsighted planning of the main lines of communication, the selection and development of school sites under a high standard, and the gradual acquisition and construction of a thorough-going system of recreation facilities, in- cluding playgrounds, ball-fields, parks, reservations and connecting parkways. Most of these things are of such a character that unless obtained in advance of the settlement of a neighborhood, they cannot be obtained at all, or else at unnecessarily heavy cost. This second classification affords one of the largest opportunities for the official city planning commission to save money for the city, to help conserve its natural resources, and to provide in advance in a sound and definite way for future requirements. XI. HOW RESULTS ARE TO BE OBTAINED. In American cities, reliance for results in city planning must be placed mainly upon good plans and the formation of sound public opinion. The making of public opinion for city planning is much like making public opinion for anything else. It is made by agitation, by the newspapers, by public meetings and discussions, by the publica- tion of reports, and by exhibitions. All phases of the matter need to be discussed, especially the financial results. In a big sense, city planning pays. That appeal needs to be made, and it needs to be based, so far as possible, upon definite and convincing figures. 49. If results are to be obtained in city planning, it is also necessary for the city planning commission to have in its employ some one who is constantly “‘on the job.” City planning for a growing city like Bridgeport is a permanent, endless process. It is not merely a matter of getting from some one a report and some plans, with a list of recommendations. If a city is alive and growing, the city planning never gets done. Therefore it is necessary to have some one familiar with the matter, free to follow it up constantly. All things considered, I believe it is better if such an individual has technical knowledge in some important division of city planning; that is, he should be an engineer, a landscape architect, or an architect. This report, and especially the maps, diagrams, plans and other illustrations which accompany it, are submitted merely as a prelimi- nary statement of results accomplished in city planning for Bridgeport since the work was undertaken last spring. These results are en- couraging and promise well for the future of Bridgeport; they are now presented for criticism and suggestion, and for a frank reaction on the part of the City Plan Commission and of others. The Plans, Diagrams and Report now submitted have been prepared with the hearty co-operation of the Mayor, the City Engineer and his assistants, the Auditor, the Board of Assessors, the Board of Education, the Li- brarian, Harbor-master, the City Plan Commission, the Park Com- mission, the Bridge Commission, and many other public officials, also numerous private individuals. When the plans and preliminary re- port have had careful consideration, it will be possible to take the suggestions and criticisms, and with more confidence undertake the preparation of the final plans and recommendations. Respectfully submitted, JOHN NOLEN City Planning Expert Cambridge, Mass. October 29, 1914. 50 DATA SUPPLEMENTARY TO CITY PLANNER’S REPORT CITY: OF - BRIDGEPORT CURVE OF POPULATION 1850 | 1860 | 78, 200,000 7 000 L8S5,000 £50,000 000 000 165,000 760,000 155,000 15,000 /F5,000 140,000 L95,000 730,000 126,000 £20,000 115,000 710,000 105,000 204,000 95, 000 aco &5,000 000 000 000 6g000 IS, 000 50,000 45,000 000 200 30,000 26,000 000 £5,900 ooo 5,000 1850 | 1860 | f 52 1—BRIEF CHRONOLOGICAL OUTLINE OF BRIDGEPORT 1639—1915 Bridgeport, Conn., a city, port of entry, and county-seat of Fairfield County, on Long Island Sound, and on the N. Y., N. H. & H. R. R., 58 miles northeast of New York City. The city and town are co-terminous and about 15 square miles in area. Population 162026 .%.03 32 Goa ae ee 1,500 VO AO Maral ee preach ee ean ata 3,294 (860) cs e455 pees tain Bele oe 13,209 1880» cca giars ches casiee 27,643 1890) sccc hei rd Ree we ee 48,866 NOOO merece easy a ek Rie eee 70,996 1910 ceseunediate i aed aeareaiecnts 102,054 VOWS wratatanathte ens acs, gdowseeanney 115,000 1639—First settlement was made on lands bought from the Pequaussett Indians. 1641—The Old King’s Highway, now known as North Avenue, was laid out by order of the General Court. It was to be kept ‘“‘two rods in width between the towns.” 1659-—-The Indians were relegated to a reservation on Golden Hill. The town was then called Pughquannock, or Pequonnock, and formed a parish in the towns of Fairfield and Stratford. 1694—Petition presented to have town renamed Fairford; the. legislature chose Fairfield Village instead. This was rejected, and the next year the name of Stratfield was fixed upon, but was not legalized until 1701. 1695—-First church built. First services of Episcopalians were held in 1707 but their first church was not built until 1748. 1697—-The first drawbridge was built. 1703—First school building erected, previous teaching having been in the church on week-days. 1775—-A company formed which joined Arnold’s expedition to Quebec. 1786-7—-Washington Avenue, Main Street and State Street became legal highways. 1790—First newspaper printed, the Weekly Republican Farmer, daily Even- ing Farmer 1855. 1800—-The Borough of Bridgeport was incorporated, including the Village of Newfield, which had grown up at the waterside. 1806—tThe first bank, Bridgeport Bank, was organized. 1821—The Town of Bridgeport was set off, having then 1,700 inhabitants, 218 dwellings, 73 stores and warehouses and an assessed valuation of $24,701. 1823—The “‘bucket brigade’’ to fight fire was appointed by a Burgesses’ Court. A paid fire department was inaugurated in 1872. 1830—tThe Bridgeport Standard founded. 1832—The first Bridgeport Steamer, The Citizen, began regular trips. 53 1833—One of Bridgeport’s most lucrative enterprises, the Whaling Company was started. 1836—Municipal Charter granted. 1836—Charter granted for the Housatonic Railroad. — 1840—The Housatonic Railroad was opened to New Milford. 1848—-The New York, New Haven & Hartford Railroad began running to Fairfield. 1849—TheN. Y., N. H. & H. Railroad began running to New York. 1850-60—Important périod of city development. 1850 (about) P. T. Barnum bought large tracts of land in East Bridgeport and later developed it. 1853—Charter granted to Bridgeport Water Co., name changed to Bridge- port Hydraulic Co. 1857. 1856—-The Wheeler & Wilson Company removed from Watertown to Bridge- port. 1863—-The Howe Sewing Machine Company came to Bridgeport. Elias Howe invented the first sewing machine. 1865—-The Union Metallic Cartridge Company located in Bridgeport. 1865—The Bridgeport Horse Railroad Company was chartered; the over- head trolley was introduced in 1894. 1865—Seaside Park accepted by the City Council. 1870—A part of Fairfield was annexed. 1875—Board of Trade organized. 1876—First Board of Education created. 1878—Telephone introduced; subsequently becoming the Southern New England Telephone Company in 1882. 1881—Beardsley Park presented to the City by James Walker Beardsley. 1881—Free Public Library organized. 1883—The Bridgeport Evening Post established. The company began in 1911 to print Sunday editions. 1884—-Electric lights placed in operation for the first time in Bridgeport, for street illumination. 1884—The Sea Side Club organized. 1889—Suinmerfield and West Stratford across Pembroke Lake annexed. 1890—The Bridgeport Sunday Herald established, 1891—Morning Union Established. 1892—Algonquin Club organized. 1895—Post Publishing Co. began regular publication of the Morning Telegram and later consolidated with the Morning Union established i in 1891. 1895—Country Club Incorporated. 1898—Business Men’s Association formed. 1901—Manufacturers’ Association organized. 1902-05—The Railroad Station built by the N. Y., N. H. & H.R. R. and tracks raised at an expense of some $3,000, (000—the City of Bridge- port paying $400,000 to secure elimination of grade crossings. 1905—The University Club organized. 54 2. TRAFFIC INVESTIGATION AND SUMMARY. In connection with the replanning of Bridgeport, Conn., the question of the location, size and approaches of a proposed new bridge across the Pequon- nock River was brought up. A glance at the plan of Bridgeport will show the location of the present Stratford Avenue Bridge, and the immense im- portance of a bridge at this point as the main east and west connection be- tween the two sections of the city. The western approaches lead through the heart of the main business district, while the eastern approaches are the main routes to the thickly settled factory and residential sections. The streets on the west side are narrow, inadequate, and as a result, badly con- gested. Added to this is the fact that Bridgeport is growing steadily in population, and that the number of vehicles is greatly increasing, all out of proportion to the increase in inhabitants, and as a result the problem of CITY - OF ' BRIDGEPORT LOCATION OF STATIONS USED IN MAKING TRAFFIC COUNT JULY 17-18,1914 55 Wal-Wwylh bibits Bae Kopisg PYP2YO? Yup uo prseg wnsborT ~-TLON " » t8am ESE] ol4aval avnog ssva [_] aQNA3907'1 Avd ANOH @ add SANOINZK COOZ STYNDA HLGIM NI HONIT cobs neclh cote 000 oor ATvOS MEU LOY T HLOSSOU vibs O14ddVYL ADdIMd FAV GYOALVELLS NOILYNILSAd 9 NWIDSIAO - AWN TON ONIMOHS HOLES 19 1L9NNO9 LYOdaDGINd - JO -ALID 56 ridding the streets of congestion is becoming more and more difficult. Conse- quently the City plan Commission has been giving much time and thought to this question, and in the planning of the location, size and approaches of the new bridge they quite agree with the City Planner, that it is one of the most important steps in the ultimate solution of the problem of congestion. In order, however, to permit of a proper solution of the bridge problems, it was found necessary to collect accurate data as to traffic. TRAFFIC COUNT, Bridgeport, Conn. STRATFORD AVENUE BRIDGE Hfacametrte Gaclary Nsatford Where from? Where to? Please fill in and deliver to Collector at other end of Bridge The traffic data wanted were figures and facts showing the volume, origin and destination of all vehicles crossing the present condemned Stratford Avenue Bridge, and the routes traversed in approaching the bridge. Owing to the congestion of the western approaches and the complexity of the street layout feeding the bridge, the problem of collecting the necessary data on the west side was a difficult one. Several schemes for coiliecting the data were formulated, but finally rejected in favor of the one to be described. On the other hand, the simple street network feeding the eastern end of the bridge made the work in this section comparatively easy. In order to gather the necessary data, two shifts of eight young college men and eight policemen, or thirty-two men in all, were employed, the police being used to simplify the handling of traffic. Each shift was of six hours’ duration, 7 A. M.—1 P. M. and 1 P. M.—7 P. M. Two consecutive days were chosen on which to make the count, Friday, July 17th, a normal day, and Saturday, July 18th, a heavy day. The sixteen men in each shift were assigned to the eight stations as marked on Diagram page 58, singly or in groups, ac- cording to the amount of traffic to be handled. Thus, Stations 2, 3, 4, 5, 6, and 8 were 2 men stations, while Station | was a 3 man, and Station 7 a | man. Stations 4—8 were termed ‘“‘distributing stations.’’ At these points all east bound traffic was asked the simple question: ‘“‘Are you going over the Stratford Avenue Bridge?” If the answer was in the affirmative, a ticket (here reproduced) was handed the driver with the request to fill it out. The vehicle driver upon receiving his ticket was allowed to proceed unmolested to the bridge unless he passed a second Station. If so, his ticket was marked to indicate his passing that Station. At the entrance to the bridge all traffic was stopped by two checkers, who made sure that all vehicles had slips, and that they were properly filled out. All tickets east bound were then collected in the middle of the bridge. 57 FAIR PFIELD o ay: ey 4 , NEF <3 Di Saw YX 05) RET CITY OF BRIDGEPORT SRW DIAGRAM SHOWING oS VOLUME OF TRAFFIC - - UBING <¢ \¢ ( = (}} STRATFORD AVE BRIDGE. SS \ f ORIGINATING & TERMINATING SS AT EACH CITY DISTRICT Re Oraginaling MAES 2] ig Perminating Tofa’ Fast Bound Tolae FP Bound The data relative to west bound traffic across the bridge was collected in the following manner: three men were placed at Station |, the east entrance to the bridge, whose duty it was to stop all west bound vehicles and ask the questions as on the tickets. The answers were then personally written down by the tallyers. It was possible to employ this simple method on this side of the bridge because of the few possible streets that could be used in approach- ing the bridge, and hence the data was easily secured. This will be seen by a glance at Diagram. At the end of the two days’ count, the assistants found the formidable task of tabulating the information on over 7,000 tickets before them. Tables covering approximately 30 square feet were prepared, and somewhat over a week spent in the tabulation. This length of time was necessary owing to the number of different points of information on each ticket. For example, take the ticket as shown in Diagram above. The check in the upper left hand corner indicates station at which the ticket was issued, Station 5 in this instance. The single line through the check explains that in moving from Station 5 to the bridge, Station 4 was passed. These two marks, coupled with the personal tabulations of the tallyer at Station 4 as to whether his station was passed via Wall or Water Streets, fixes the route traversed by the vehicle in the business district on the way to the bridge. To go on, the question “Where from?” in Diagram 2 is answered by “‘Locomobile Factory’, while ‘“Where to>’’ is answered by “‘Stratford.”’ 58 Hence the tables would now show that a vehicle moved from District 2 (location of Locomobile Factory) to the suburb of Stratford, and in doing so passed via South Main, Wall and Water Streets to the bridge, thence via Stratford Avenue to Stratford. The tables having been completed, it was now necessary to marshall this formidable array of facts into some graphic form quickly and easily digested. ‘Two diagrams were plotted for each day, one showing volume of traffic using the bridge approaches, and the other showing volume originat- ing and terminating in each city district and suburb. Further investigations were made to ascertain the number of pedestrians using the bridge, and the number of electric cars daily passing back and forth. A prior count had shown what the traffic crossing the bridge was made up of, whether light or heavy automobiles, trucks or carriages, etc., shown in Table entitled ‘“Traffic Observations’, with 17 points of instruction to traffic observers. From this data it was possible to figure approximately the daily tonnage, and what loads the bridge would be asked to carry, both now and in the future. Inquiries were made among the vehicle drivers to ascertain the routes followed, the reasons for following these particular routes, etc. The experi- ence of the traffic police was taken advantage of, fluctuations in the intensity of traffic at different periods of the year noted, and condition of pavements judged. In short, the most exhaustive sort of a study was made. As a result, these traffic investigations, supplemented by splendid sur- veys and valuable maps from municipal sources, have given the city planning experts some firm foundations upon which to base their plans and recom- mendations. Aside from its value to the city planner, the above traffic in- vestigation is another indication of modern methods of planning scientifically, for extensive municipal improvements. TRAFFIC COUNTS, JULY 17, 18, 19, 20 and 21, 1914. *Total No. Vehicles, E. & W. Fri. 3481 Sat. 3580 Total No. Pedestrians, E. Mon. 3088 W. Mon. 3144 Total No. Bicycles, E. Mon. 478 W. Mon. 410 Total No. Motorcycles, E. Mon. 4] W. Mon. 46 Total No. Street Cars, E. Fri. 224 W. Fri. 224 Total No. Street Cars, E. Sat. 264 W. Sat. 264 *Day—7 A. M.—7 P. M. 59 TRAFFIC OBSERVATIONS DEPARTMENT OF ENGINEERING, BRIDGEPORT, CONN. Distance from Center, 14 mile. Record of Traffic on Lower Bridge. Date of Observation, January 14, 1914. HORSE DRAWN TRAFFIC Observers, Smith, Jones. —- 7-9 —9-11— -11-14 — 1-35 — 3-5 A - 5-75 -——Totals—— In Out In Out In Out In Out In Out In Out No. Tons One Horse Vehicle, Light 23 39 #51 60 46 65 45 53 46 54 25 32 539 485.1 One Horse 49 52 70 61 55 57 65 45 59 65 20 33 631 946.5 Vehicle, Heavy ? Two Horse Vehicle, Light 2 2 5 5 8 8 5 5 8 4 5 8 65 104.0 Two Horse vahidle,. Heavy 31 25 36 40 23 It 35 33 30 29 15 28 336 1075.2 Three and Four Horse Vehicle | | | | I I 6 36.0 TOTALS 106 119 163 166 132 142 150 136 143 152 66 102 1577 2646.8 MOTOR TRAFFIC Motor Cycle 1 1 2 0.4 Runabout 2 1 9 6 8 oll 5 4 4 9 4 2 65 65.0 Touring Car, 5 Light 7 7 3 4 6 2 6 4 5 ] I 3 49 61.25 Touring Car, Eleayy 2 3 12 1 12 «15 8 7 7 6 9 23 114 2280 ba as 5 4 1 10 3 3 7 9 9 4 4 3 72 ~=144.0 ee 7; ee 4&4 7 F f & BS 8 & S we se TOTALS » 23 21 48 36 36 38 27 30 32 28 24 34 377 836.15 Electric Cars 46 40 33 38 40 45 41 36 37 43 56 61 516 Weather Conditions, Rain. Condition of Roadway, Damp. CONDENSED TRAFFIC SUMMARY BASED ON OBSERVATIONS OF THIS DATE -——Number and Busaction e— — Tons of Traffic — Out — Average Tons per Class of Vehicles In ut otal In Total Foot of Widt Hone awa 760 817 1577 1304.2 1342.6 2646.8 94.52 Motor 190 187 377 425.2 410.95 836.15 29.86 TOTALS 950 1004 1954 1729.4 1753.55 3482.95 124.38 60 3. STREET CAR STATISTICS. CONNECTICUT COMPANY Bridgeport Division Approximate number of passengers carried during the 12 months ending June 30th, 1914. From Fairfield Avenue and Main Street: To State Street ................. 2,140,000 To Barnum Avenue ............. 2,140,000 To: North Main oois0+se