1 \ I CORNELL UNIVERSITY LIBRARY FROM iJae oora,ii?pion Cornell University Library NAC 6827 .J68B4 City plan of Joliet 3 1924 024 416 764 DATE DUE ,..-4 qrp cr ^QQ-^ !^0 . ._ '"~~ ! CAYLORO 'XINTCOIN U-S.A. Juttet (tUt>^Jfau atljata. New gork Cornell University Library The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924024416764 m4^Mh \ \4 b|-j bfi g O tS H ^ '^ Uj U H -^ Qi 1 Q CO Cu Tj BC "^ -T3 H 7;^ ^ 5 " o Tj O ^ / ^ CITY PLAN OF JOLIET By EDWARD H. BENNETT and WILLIAM E. PARSONS City Planners Assisted by H. T. FROST LOUIS JOLIET Published by JOLIET CITY PLAN COMMISSION JOLIET, ILLINOIS 1921 ^ >^ ^^ JOLIET CITY PLAN COMMISSION GEORGE WOODRUFF, Chairman PHILIP C. _MOCK. Nice Chairman .1. R. BLACKHALL, Vice Chairman W. F. PITCHER, Vice Chairman JOSEPH DUNDA, Treasurer CHARLES j. KELLEM, Secretary CIVIC CENTER W illiam C. Barber. Chairman Dr. Harry W. Woodruff. Vice Chairman Mrs. J. F. Nachbour. Secretary John N. Bocl< Henry Leach Peter .Slrutts Horace H. Brown Howard E. Leach Mr.s. James B.Speer -Mrs. Nathan J. Howe Robert F. McRulierts Jerome P. Stevens Morris J. Lauer S. S. Parks H. A. StilJman FINANCE William Redmond. Chairman Theo. R. Gerlach, Vice Chairman Margaret Haley. Secretary Richard J. Barr Fred M. Chaniberlin James Lyons Joseph F. Byrne T. F. Donovan Maurice L. Stern Robert A. Cameron Frederick A. Hill John H. Savage PARKS AND PLAYGROUNDS F. X. Friedrich. Chairman Mrs. H. J. Sawyer. Vice Chairman Mrs. Adele Fay Williams, Secretary Werden Buck -Margaret Haley Rev, W. H. Macpherson George ^L Campbell James R. Hobbs William G. :\IacLean George J. Cowing C. H. Hosier R. 0. Stoops Thomas C. Davis T. F. Hoichkiss George B. Wiswell James H. Ferriss C. W. Jordan George Woodruff Frank J. Zielinski PUBLICITY James A. Bray. Chairman Joseph F. Byrne. Vice Chairman >Irs. Edward Corlett, Secretary John W. Downey Charles J. Kellem Rev. John Plevnik Joseph Dunda \. S. Leckie Rev. T. F. Quinn Rev. Thomas K. Gale Mrs. Robert W. Martin Dr. F. D. Rich Rev. E. E. Hastings Philip C. Mock John J, Sharpe Rev. A. .S. Olszewski George A William Bell W. B. Curtis M. .A. Felman T. F. Goodson RAILROADS Robert Pilcher. Chairman James Lyons, Vice Chairman H. C. Griffin. Secretary Barr Thomas Greif Peter G. Lennon D. R. Mathias P. F. McManus George 0. With Guy L. Meaker Lewis Moore Pence B. Orr J. S. Sutherland C. E. Wilson STREETS Harvey E. Wood. Chairman \\ illiam Redmond. Vice Chairman F. J. .Schmeisser. Secretary Henry R. Akin James L. Bannon Mrs. Nellie Clyne N. J. Comerford Thomas Corey Dr. Grant Houston Albert E. Hutchinson Harry F. Leach Edith I. Goodspeed E. J. Murphy L. C. Rugen. Jr. George M. Scholl Ed. R. Smith Andrew S. Witwer John W, Young STREET FIXTURES John F. Quinn, Chairman Mrs. Jane A. Shreeve, Vice Chairman Joseph C. Hunt. Secretary J. 0. Barrett Edward R. Daley B. A. Beach A. C. Dillman Han7 J. Blacy A. E. Dinet E. A. Brewster William H. Kaffer John T. Clyne Arthur C. Leach Arthur A. Lennon Mrs. M. B. Alulock Ernest J. Sallenbach Vlaurice L. Stem Joseph J. Wellnitz STREET TRANSPORTATION J. A. Ohlhaver. Chairman L. A. Sherwood. Vice Chairman Michael J. Ryan. .Secretarv J. R. Blackball Mrs. R. J. Barr G. E. Brereton Horace G. Brown Gilbert Cooper Edward Corlett Dr. VI. W. Gushing T. F. Donovan F. E. Fisher Nnnzio di Lorenzo J, L. McCulloch R. A. Moore Dr. W. A. Smith Mrs. David Hirschfield Frank J. Wise WATERWAYS C. D. O'Callahan. Chairman J. C. Adler, Jr., Vice Chairman George M. Munroe, Secretary Fred Bennitt C. C. Chancy S. J. Drew Thomas P. Feelv Theo. R. Gerlach Lawrence H.Henschen H. M. .Snapp Frederick A. Hi Hugh J. Mitchell W. F. Pitcher .[oseph N. Schuster J. B. Tinnon E. M. Walker John D. Walker ZONING AND HOUSING Charles ,'V. Noble. Chairman Mrs. F. A. Hill, Vice Chairman George R. Hill, Secretary Henrv C. Ahrens A. D. Maclntyre J. E. Chalstrom W. L. McNiff Fred M. Chamberlin F. W. Pohl George J. Clare ,lohn Romano J. C. Hanawalt L. C. Stephens W. A. Knapp Mrs. M. B. Schuster Oscar J. Stephen H. W. Tomlinson Dr. Roy L. Watson C. W. Webster Mrs. S. F. Wilhelmi FOREWORD Theotloie F'arker has said: "The union of men in large niasses is in- dispensable to the development and rapid: growth of their higher faculties. Cities have alivars been the fireplace of civilization whence light and heat radiated out into the cold world. But ive have much to learn about the physical improvement of our centers of population.'^ IX PRESENTIXrj this liook the Joliet City Plan Coininission puts into rrvstallized foiin tlic work of many months. I)urin,i>- this time tlie C'onnnission lias had tlic s('l•^•i(■es of men who are among tlie most emi- nent city plamiers in tlie United States, wlio lia>'e studied the problems of the present and future Joliet from every possible angle. The City Plan, presented herewith, l)eing the work of these city plan- ners, takes into consideration tlu^ prol»al)le growth of the city for many years to come and gives the citizens of this community a definite course to follow in the future l;)uilding of the city. It is the aim of the plan to make Joliet as ideal a Community as possible, and though beauty has been kept in mind at all times, every re<;-ommeudati<_tn made has Ijeen c-arefully weighed on the scales of prac- ticabilit}'. The Joliet preseiited in these pages is a Joliet that can and should and will — with your help — become an actuality. Therefore in presenting this City Plan to the people of Joliet, the Com- mission seeks and solicits the co-operation of ever}?- individual in this city in the creation of the greater and better community that is pictured and described in these pages. THE JOLIET CITY PLAN COMMISSION. "Make no liule plans; they have no magic to stir men's blood and probably themselves will not be realized. Make big plans, aim higli in hope and work, remembering that a noble, log- ical diagram once recorded will never die, but long after we are gone will be a living thing, asserting itself with ever-growing in- sistencv. Remember that our sons and grandsons are going to do things that would stagger us. Let your watchword be order and your beacon beauty." — Daniel H. Burnham. CONTENTS FOREWORD 3 LNTRODUCTION 7 PLAN OF JOLIET— Scope of the Report 8 AREA, POPULATION AND GROWTH 9 THE STREET SYSTEM 13 Car Line Streets 14 Widths of Major Streets 16 Block Lengths 16 Street Widenings 16 Minor Streets 16 Grades 17 Recommendations on Streets 17 RAILROADS AND THE CITY PLAN 22 Freight Terminals 23 Proposed Freight Interchange 23 Union Passenger Station 24 ZONING AND RELATED SUBJECTS 26 Housing 30 Street Transportation 30 THE RIVER 33 Water Transportation and Power 33 The Potential Recreational Features of the Ri\er 34 MUNICIPAL BUILDINGS AND CIVIC CENTER 35 PARKS. SCHOOL GROUNDS AND RECREATION 37 Hickory Creek 39 Other Proposed Parks 39 Parkways 39 SPECIAL FEATURES 40 Airplane Station 40 Municipal Art and ArchitectLue 40 Street Fixtures 40 Sewers 41 Markets 41 Retail Markets 42 Surveys 42 CONCLUSION 43 City Bonds, City Planning and Elementary Justice 43 Less Ultimate Expenditure for an Ultimately Greater Result 43 The City's Continually Increasing Capacity 44 L'ENVOI . ." .' 45 LIST OF PLANS AND ILLUSTRATIONS JOLIET'S RIVER-FRONT OPPORTUNITY FRONTISPIECE Old View of Joliet. .Scene mi Western Avenue. Cliart Showing Growth in Population. Map of Present Oceupancy "f Land. Map of the City and Vicinity Showing Existing Con- General Z(.ning Plan. ditions. Paris. Zonijig Ci^mditiiins. Plan of the City and Vicinity Showing Proposed Im- Bourneville Factory Area. provements. View of the Desplaines River at Jefferson Street, General Birds-eye View. Visualizing the Future City. , Showing the Proposed River-Front Parkways. I- 1 -ni ( »!, r--. CI, ■ D IT Lyons, Bridges Across the Rlione. General Plan ot the Lily Showing Proposed Improve- , - ■,,■ r ,i r.. n Lyons. View ot the Kiver hront. ^ ,,'. . ri ■ Plan of the Commercial and Civic Center. Street Views m Paris. n \ r- ■ r , , ui ■ , m , , -- . _ T 1 • AT 1 ^1 . rroposed Givic Geiiler at iJJoomington. ill. View from the Union Depot Looking North on Chi- Springfield. Mass.. Municipal Building Group. cago Street, Snowing Opportunity tor Development. Scene in Pilcher Park View from the Union Depot Looking West on .Jeffer- Joliet Township High School. son Street. ]icer\e in West Park. The Union Depot, Joliet. Scene in Highland Park. Scene on Richards Street. Scene in Dellwood Park. Housing Development at Perryville. Md. .\ich of Triumph. Paris. H :^ LlJ f^ O ^.^ Li- o C/J rt ^ W UJ bD 1 — 1 ^ > ^ Q O -1 1—3 O (11 < c7^ c o 'fl 0) tt= aj INTRODUCTION TOLIET, situated forty iiiiles froiu C'liicago, a run of one lioui' and a (|uar- ^ ter, coiuu'rted with it l)y three rail liues, is a railroad centei' of iin- portaiK-e. Due to this location it has become a (■onsidera))le center of in- dustry in ^Yhich are employed upwards of 16,500 men. The Lakes-to-Gnlf Waterway whi(di undord:)tedly will ))e ultimately <-ar- ried out will contri1)ute to the commercial g'rowth of Joliet. Its character is mainly industrial and its population correspondingly so. Tributary to Joliet is a fertile agricultural territory whose population does business in Joliet. In fact a well defined area of the city is de^'oted to the wholesale handling of farm produc-ts and implements. The site of the present city is rolling and })resents attractive variations of planes marked naturall_v enough l^y cori'esponding occupanc}^ of an in- dustrial or residential nature. The residence areas both to the east of the l.)usiness centei' and west across the river are exceptionally attractive, and an opportunity is af- forded to extend this western section and create an innisually fine resi- dential area. That Joliet can accomplish fine things is evident in the relatively com- plete down-town grade separation of railroads and streets and the con- struction of fine buildings, including the railroad station, post office, schools and other pulJic and priA'ate l^uildiugs. Its school houses especially set a uniformly high standard. The same spirit of achievement is also evident in the proposals made by the city for an extensi\-e scheme of park development on the west bank of the ri\-er in connection with the proposed new waterway. This plan is en- dorsed by the re])ort and incorpjorated with minor modifications in the plan. These facts carry assurance of a will to accomplish further improve- ments. It should not stop short of a conmion desire to mould the city into as perfect a form as may be possible thi'ough plamnng and co-operation. PLAN OF JOLIET Scope of the Report ' I "pie seop(> of this repoit is general as also is that of the phxiis suh- •■■ inittcd ^Yith the report, of which the}^ are a part. It deals with ex- isting conditions and Avith the futnre i)ossiV)ilities of the city in its expan- sion and oi'dei'ly de\'el()]nnent. It is r(M-()gnized in the report and should be imderstood by the promoters of the plan that the -ToUet of thirty years from now will l)e one of greatly increased business and industrial activity and of expanded residential areas. Anticipating these ne(>ds the plan is framed in the hope that it will serA'e as a guide to tlu^ growth of the cit}- as it expands. It is not assumed tliat all (u- even man}' of the suggested improA'ements or developments will l)e undertaken at onc-e, but that they will be accom- plished as ue<'essit}' demands and the resources of the conmiunity make them possible. At the same time it should ])e pointed out that the proper improvements provided now at some cost to the present generation and also in part to those who come after, will l>e in the nature of a splendid investment in so far as the prosperity, health and geiKM'al qualit>- of the city is concerned. The recommendations ai'c such that if carried out they will form the basis for the development of Joliet as a city of considerable size. The more important pro))lems of the city are herein treated as is consistent with the general re].)ort. The dcA'cloinnents that may be cariied out in connection with the plans will ha^-e imi)ortant results, dove-tailing one into another, all of which will affect the welfare of the community. The problems are far reaching. The strong influence of the location of the raih'oads on the location of industry and on the location of industrial housing has been taken into consideration in the recommendations. The influence also of the street plans upon the develoimient of Industrial and Housing Zones has been studied. The aim of the plan is to correct conditions of living so that, with the co- oi>eration of the citizens themselves the maximum of health, happiness and efti<'iency may })e ol>tained. The plans, if properly understood, should create in the minds of the peo- ple a sense of the entity of the city, the interdependent relationship of its vai'ious elements and the resi^onsibility of one section toward another; such as to promote in a true sense the spirit of co-operation. "City planning is economy. It is not the economy of doing without. Do- ing without is not economy. It may be extravagance. A city that does without parks and pla}'grounds in abmidance is extravagant in health and life. A city that ignores an o])portunity for the acquisition of the things that make for health and happiness may lose the opportunity altogether. City planning is the economy of action today that msures possession to- moi'row. ' ' AREA, POPULATION AND GROWTH TN laving' do^Yn a complete eit.y plan it is necessary to look into tlie future and to deal with the areas re(|uired to accommodate the growth of the city. As the exact direction of growth cannot always l)e foretold, it is nec- essary to extend these areas, and <-onseqnently the street plan, in advance of actnal development for the piu'pose of designing a plan and for the pur- pose of safeguarding the necessary lines of communication. Opportunit}' must 1)e given for competition or choice in huilding areas and those areas which lie well l)eyond the lands now sul)divided and which the promotors of land suhdivision would natiu'allv aim to develop are in- cluded in the plan. The main thoroughfares nmst l)e i)rojected into the outlying districts, leading the sulxlivisions to be adjusted according to the needs of the individual projects pi'omoted. The plan as laid out is based on this principle. The })resent population of Joliet and adjacent territory is over sixty tliousand, the l)uilt-up area occupying five thousand acres. The area of Joliet Avhen it will ha-s'e reached a x)opulation of 160,000 or two and one-half times its present population (and this may be realized Avithin 30 years) will require the area of 20,000 acres A\'ith a density per acre of eight people. But as already stated, the growtli not being by any means equal in the various districts, the general arterial system is designed well beyond existing subdivisions and jjlatted areas and should be schemed beyond those areas which will be required for a ])opulatii)n greater than that of the present. With the |)rincipal lines of communication located, their widths determined with reference to street transportation and their character studied with reference to occu])anc3', the planning of new subdi- visions l)ecomes co-operative and the interests of the owners and those of the community are safeguarded. The a\-erage density of population per acre o^'er the gross area of Joliet today is about 11.5. As the cit}'- grows the density with reference to areas platted will decrease. This means that outhung areas will be subdivided in anticipation of the demand at a rate which is greater than the rate of popu- lation increase. The area indicated as to l^e occupied on the General Zoning Plan is ap- proximate!}' 17,000 acres and will accommodate 135,000 people. 9 10 P L A X OF J L r E T The population, built-up area and population per acre are talnilated herewith: JOLIET— POPULATION AND DENSITY. Niimher (if jVores Population ^ ear Pojiiilation in Biiilt-Up Area per Acre 181)0 23,300 1900 20,300 *1910 34,670 2,430 14.2 101.") 51,407 4,200 12.2 1920 05,000 5,050 11.5 1930 100,000 10,000 10 1940 135,000 10,900 ' will continue to make the frame to which the other facilities of an}' successful town plan are to 1)6 titted. The success of a city has largely depended on facilities for traffic. A diagra- matic indication of any town will show a centi-al area with radiating lines extending beyond its limits and subsidiary lines crossing them and form- ing circuits which are utilized in reducing congestion of the central area. This last class of arteries are often broken, however, because their need is not anticipated. It is the aim of this plan to record these main streets, ))oth radials and l:)elt lines. In any city certain streets tend t(.) l)ecoine major arteries because they are the ones which pass through obstacles. In Joliet this is true especially because of the river with its limited numl)er of bridges, the railroads which penetrate the heart of the city and the Outer Bdt Line of the E., J. & E. Railroad. Growth of the city will throw an increasing ))urden upon these arteries; they must l:ie extended and opened up where they are blocked by railroads. Future needs will demand the widening of certain streets. The railroads and the ri\-er cut the cit}' into seven sections and are largely the cause of the lack of order and continuit}^ in the street system. They will be responsi))le for serious inconvenience in the future. Provis- ion is therefore made for (a) the extension of streets by means of sub- ways and elevatio]! of the ti'acks, also l)y Inidges across the river, (b) con- trol of the development of industry along railroads where they intersect residence areas, and (c) the elimination of unnecessary rights-of-w^ay. By these means business streets may be extended, residential areas given more continuity and industrial areas made more concentrated, and conse- quently more economical in their opei'ation. In theory the street system of Joliet embraces the north and south lines generally paralleling the ri^-er; the east and west lines crossing the river; of the two the former being the moi'o important because the river, the railroads and consequently their adjacent industries lie generall_v in a north and south direction. A new era of road impro\'ement is ha^'ing its beginning and the progres- sive communit}' nmst be alive to the possibilities. Highway freight ton- nage is rapidly increasing and like aerial mail service will be available to the community that offers the facilities. 13 14 P L A N F J L I E T It should not be iioc-essary to amplify the stateineut that it is economical to 1 jroceed at once with ways and means for bringing aliont improvements. Where streets nmst be widened a set-ljack line should be established now. Parks and plaj'grounds will soon be needed and the places for them can be determined with accuracy. The ground has less value now than when it will 1)0 the center of a l»uiit-up housing area. Eights-of-way for new streets which will he costly in a decade may in many cases be acquired without cost. Where street grades are unsatisfactor}'^ a proposed change should now l)e made a matter of recoi'd and the improvement carried out with lit- tle delay. One of the principal problems is to provide space for free circu- lation in streets having car lines, against the time when double tracking takes place. Car Line Streets ]Most of the through streets have surface lines. When double tracking is done there will not be sufficient room on any street except Chicago Street for a vehicle to pass a street car when there is another vehicle stand- ing at the (/TU'l). A roadway on which there are tracks should be 20' wider than one witliout, the A'ehicular ti-affic Ixung equal. To meet this condition for the present and future, careful consideration having first Ijeen given to possil)le extension of street transportation into streets not now occupied by car lines, three schemes have been introduced. 1. Where two main streets each 66' wide, from lot-line to lot-line, one of which has or may have a car line, are parallel for a considerable distance at approximately the same grades and where neither is subject to inten- sive local traffic, widening is not considered necessary since by proper routing of ti'affic congestion is not likely to occur. Examples of this con- dition are (*ollins-Union Streets from Fourth Avenue to Ward Avenue (with the proposed sul)way connecting Collins and Union Streets) and its parallel street, Herkimer-Eichards Streets, extending between the same points. 2. The second condition is that under which a through street less than 84' in width from lot-line to lot-line, having a ear line at the present time or likely to ha^-e in the future and not paralleled for any consideralile dis- tance by a continuous thoroughfare at the same elevation or with frequent cross streets connecting them. Here widening of the street is recom- mended as the safest and most practical solution. Examples of this con- dition are Collins Street north from Ward Avenue; Eichards Street south from Fourth Avenue ; Granite Street and McDonough Street. Another consideration applicable to proposed widening of Chicago Street south from Washington Street and Cass Street east from Scott Street is the great importance of these arteries for through traffic and for local traf- fic originating there and which will increase with the future intensive in- dustrial and Imsiness occupancy of adjacent areas immediately to the east in the case of Chicago Street and to the south in the case of Cass Street. Cass Street will also carr^^ most of the through traffic of the Lincoln Eiigh- Avay. The procedure for accomplishing the widening of a street is dealt with imder "Street Widenings." 3. The third condition is that dealing with existing outhdng arteries and proposed outlying arteries which carry or will ultimately carr}^ street OAK LINE STREETS 15 transportation. In all cases of this natuvc it is I'cconnnonded that the sti'cet be made not less than 120 feet wide from lot-line to lot-line, with })]-o- vision for a neutral zone, preferahlv in the center, for car tracks. The cost of double track construction in the neutral stri}), r(»ck ballasted and planted, is considerably less than the cost of rigid type construction with the necessary paving l)etween tracks. This saving in construction will go a long way toward paying for the additional widening. Other considera- tions are added safet}', improved pul)lic transportation service and greatly reduced rolling stod^ and roadway maintenance charges. Streets of this class are Richards Street south fi'om ITick(n-y Creek; (^'hicago Street south from Hickory Creek; Washington Street east from Hickory Creek; Granite Street west from the cemetery; West Jefferson Street west from Raynor Avenue; also all outlying, existing and proposed streets as iudi- cated on the "Plan of the City and Vicinity." It is needless to add that if the free wheel veliicle shoidd supersede the surface car as a carrier the neutral zone will foiin a verv desirable park strip. The street plan if viewed from the standpoint of passenger transpor- tation has a direct bearing on tlie i»roper development of housing areas, and their connection with industrial centers, the control of retail business development, particularly in outlying areas and the location of park and recreation centers. A study of the "Plan of the City and Vicinity Showing Proposed Im- provements" in conjmiction with the "(leneral Zoning Plan" will show the value of the proposed diagonals and <'ii'cuits. The large north industrial areas lying on l^oth sides of the riA'er should l)e connected, each with the industrial housing areas to the east and tJ^e west. If these areas are propeily connected with the eastern industrial area and the latter opened to the south an important line of communication would be esta))lished o^'er existing streets, new connections and new via- ducts and l>ridges as indicated on the "Plan of the City and Vicinit^^ Sliow- ing Proposed Improvements. ' ' These are — iSTiiml^er 24 : A proposed bridge and viadnc-t at Stirling Park. Xo. 22: An extension of the road along the top of the bluff bordering an area having excellent possibilities for housing development. This carried south along the east line of the E., J. & E. Yard as a wide thoroughfare. No. 18: A counection through a sidjway at Benton Street to Cass Street. No. 15 : The abo-^-e connection continued south over the tracks and Hickory Creek and aloug the right-of-way of the old Quarry Switch tracks developed into a broad highway and westward to and event- ually across the Desplaines River at South Street. When the areas through which this <-ircuit would pass have been built up (and properly placed radials will govern largely this development), street transportation along the line will be profital)le and access to any in- dustrial zone from all housing areas will greatly improve working ancl liv- ing conditions. The three large outlying housing areas will develop rapidh^ with the aid of well laid out highways, having ample provision for safe transportation. The need for these lines is most evident in the northeast and southeast. 16 P L A N OV J L 1 E T Widths of Major Streets 111 (leteriiiiiiiii,^' widths of liiyhwax's in outlying districts to accommo- date future traffic, iiiii)r()\-eiiieiits should lie made so as to admit of expan- sion of roadway's without distui-ltinj^- trees and walks. Tor immediate needs arterial I'oadway widths slioidd be 'MV without car tracks and o-t' wdth a douhle line of tracks. These widths are for the roadway itself, and do not refer to the width from lot-line to lotdine. Sidewalks in the retail Inisiness district should be at least 12' wdde. In residence areas the spacc^ should be of a like width or wider with walks 6' to 8' ^A'ide, set well liack from the roadway. Block Lengths Foi' all future subdi\'isioii ])lans the blocks along' the main thoroughfares should be 600' long or longer where practicable in oi'der that there wall not be tcM) frequent interru})tioiis to througli traffic. Offsets for minor streets, instead of carrying them dire(/tly across main arteries are not objection- able. The}' will add to the value of the highway for through ti'affic and re- dnce tlie ininecessai'y use of minor streets, both of which conditions are important in determining t_vpes of pa^'ement. Street Widenings The widening of streets within the built-up area presents (piite a di- lemma. There is no donlit of the future necessity of the widenings indi- cated, for 66 feet is insufficient width for the traffic demands on a major street. If no proA'ision is made for widening nntil the need is urgent, by that time expensive permanent impi'o\'ements will have made the widen- ing prohibiti^'e. If on the other hand widening is accomplished now, prior to the actual need, the l)nrden of cost falls heavily on tlie present generation. To this ]iroblem the following procedure is offered: First, establish by ordinance the desired street width by means of a new building line. As permits for new bnildings are given, require that they be set back to the new line, the city compensating the property owner for the valne of the land. Then, if the street w^idening is not to be effected immediately the city may lease the land to the owner for a term of years and permit him to extend his store front or to place thereon a similar temporary improve- ment. When the time comes for the actual widening there wall be no val- nalile improvements in the way, and the temporary portions can lie read- ily remo\-ed. By this method the cost of widening is distributed over many years and most of the cost is deferred to the time wdien the street widening is to fje accomplished. Those streets recoimnended to be wid- ened by this ]irocess are indicated on the "General Plan of the City Show- ing Proposed Improvements." Minor Streets Another reason for classif}'ing streets is that great economies can be ef- fected in the case of road widths of minor streets. Yeiy often these are made nnnecessarily wdde, resulting in luph initial paving cost and expense for maintenance and cleaning. The width of roadways in minor residence streets need not be more than twenty feet if the intersections are pro- vided with turns of amyile curvatur(>. PLAN OF THE CITY AND VICINITY, SHOWING PROPOSED IMPROVEMENTS. RECOMMENDATIOXS OX STREETS 17 Grades There are many cases in Joliet where street grades are ohjectionaljk'. Most of these can be corrected. This phase of tlie street circnhition proli- leni slionld l)e made tlie subject ot a careful surve\' for the purpose of ini- jn'oving existing street grades and fixing the grades of proposed lines of (•ounnnni(^ation. When Aiewed in the light of cost of trucking it is evident that great econonhes are possi))le ^Yitll reduced grades. Examples of grades which should l)e corrected are found on Bridge Street, Granite and Ru])y Streets, and Broadway where the street level between Western A^'cnne and Divi- sion Street should lie lowered. Recommendations on Streets The major recommendations are as follows: XORTH AND SOUTH LINES: AViden Chicago Street lietween AVasli- ington Street to the C. & A. R. R. crossing to its full width of 80 feet. (Vini- Inned with this, form a diagonal from the foot of the JMcDonough Street Bridge to the Chicago Street Bridge at Hickory Creek so that Ottaw;i, Joliet and Desplaines Streets may function together by means of this diagonal con^-erging to the Hickory Creek Bridge and C. & A. subway. Extend Desplaines Street north so as to form a marginal street along the river as far as Columbia Street, passing the ])roposed Civic Center between Jefferson and Cass Streets. Form a diagonal line from the subway at Ohio Street to Collins Street and Ward Avenue, in order that convenient diversion msij be found around the industrial plants of the Illinois Steel Company and that Collins Street and Herkimer Street may function together. Widen and extend Raynor Avenue. EAST AND AVEST LINES: Provide for future bridges and crossings at Theodore Avenue and also at Ingalls Avenue (Woodruff Road). Extend Ta^dor Street and Western Avenue to the west. Extend B(uiton Street east through a subway under the E., J. & E. R. R. to intersect with Jackson Street. CIRCITITS: De^'elop a parkway along Hickory Creek utilizing existing streets where possible. LTfilize the quarry switches and sidings between Richards Street and Washington Street to form an outer circuit which eventually should be extended north across Hickory Creek and the Rock Island R. R. to connect with Stevens Avenue, thus forming a valuable connection Ixdween the industrial plants and the residence section. RADIALS: Provide for the future extension of West Park Avenue to Marion Street and for a bridge across the ri^'er to Lafayette Street and the Union Depjot. Form a diagonal from the interse(.'tion of Rowell and Fourth Avenues, pjassing in a southeast direction and connecting with the ^Manhattan Road. GENERAL BIRD'S-EYE VIEW VISUALIZING THE FUTURE CITY. 18 GENERAL PLAN OF THE CITY. SHOWING PROPOSED IMPROVEMENTS. RECOMMENDATIONS ON STREETS 1!) AWRIOUS mPROYEi\rENTS: Following is a detailed schedule of reeoiinneiKled iiiiproveiiieuts in street circiilation and extension into the outlYing areas. The n\nnl)ei's correspond to those marked on the "Plan of the City and Vicinity Showing Proposed Improvements." 1. Extension of Desplaines Street northward from Cass Street into Mill Street to Columbia Sti'eet along the river in conjunction with the watei"- front City Center scheme. This recommendation includes raising the grade of Desplaines Street south of Jefferson Street when the elevation of the C, R. I. & P. R. R. tracks makes it possible. 2. The construction of a subway in Joliet Street under the C., R. I. & P. R. R. tracks, the renio\'al of the freight yard and the extension of Lafa\'- ette Street northeastward paralleling the tracks to Chicago Street. 3. The construction of a subwa>' in Van Buren Street under the C. & A. R. R. and Santa Fe R. R. trac-ks and the re-location of the street through the high school property. 4. CV^nstruction of a subway in l->ent<»n Street under the tracks now ele- ^'ated and the elevation or remo^-al of the tracks of the yard. The freight terminal problem is disc-ussed under railroads. 5. The development of a new diagonal from Ohio Street and the C. & A. tracks to Collins Street at AVard Avenue. This proposal is linked with the re-location and elevation of the C. & A. line and the E., J. & E., connec- tions and removal of all present tra<-ks south of Cohnnbia Street and lengthening subways at Jackson Street, Ohio Street and Columbia Street. 6. Opening short diagonal parallel to the Santa Fe right-of-way from Ohio Street sul)way incident to the I'e-arrangement of the C. & A. main line and the remoA-al of the switch track in Mill Street. 7. Widening and extending Bridge Street between Center Street and Plainfield Avenue and impro\-ing grades in Bridge Street east from Center Street. 8. The development of Bluff Street as a j^arkway in conjunction with the proposed waterway plan. This is referred to under Parks. 9. Extending West Park Avenue northeast to the intersection of Marion Street and Pleasant Street. This line would provide l)ettei' circulation within that area north of Morgan and west of Pleasant Streets and pro- vide a cut-off for street transportation. 10. Connecting Broadway with Bluff Street near Marion Street by means of a short diagonal and improving grades in co-ordination with the pro- posed change in grade of Bluff Street. This should be schemed as a fitting approach to a future ])ridge across the Desplaines to Lafayette Street. 11. The development of a diagonal street in extension northeastward from McKinley Avenue to McDonough Street at Desplaines Street. This recommendation is coupled with the proposed waterway scheme and an extensive freight interchange plan. 12. Opening a new street from Chicago Street at Hickory Creek to Mc- Donough Street and Desplaines Street. The usefulness of the streets pa- ralleling Chicago Street will be improved and the proposed freight inter- change will be served by this diagonal. 20 P J. A N F J L 1 I^] T i:i. Exteuclin,!^- Gardner Street northward to Eastern AA'enue. A bridge across Ilickury Creek in (lardner Street is reeomniended and with the ex- tension anotlier street to the sonth will l)e i)rovided. 14. IniproA'enient of Hickory Creek from Chicago Street to Wasliing- ton Street by ])arking its banks and completing a roadway along the east side, the construction of a new biidge across Hickory Clreek in Washing- ton Street and the widening and iraligning of tlie Henderson Avenne snl)way. lo. Exten(Uiig the street from the pro])osed snljway in Benton Street under the tracivs of the E., .1. it E. and (U'vehiinng a bi'oad thoroughfare to the sonth along the right-of-way of the old (|naiTy tracd^s, continuing this highway toward the west to and a(;ross Hicdvory Creek along South Street and e\-entual]y connecting with Railroad Street at a jxant near Illinois Street l»y means of a bridge across the r)es])laines Ri^•er to complete the inner circint. (See also lH-27. ) 1(> . Extending Brandon Road southeastward and eastward to the high- way along the south line of the Joliet ( 'ountry Cluf) propert}', the extension of a road eastward from Patterson Road along Sugar Creek to Mills Road and the co-operative develo})inent of the south housing zone. 17. Development of the southeastern residence district by co-operative subdivision and o|)ening a direct connection with Ponrth Avenue at Rowell Avenue ])]anne(l as a wide thoroughfare and passing under the E., J. & E. tracks. 18. Coi'.struction of subway in Benton Street under the E., J. & E. tracks and the extension of Benton Street easterly to Jackson Street, also open- ing a new street paralleling the tracks to connect Maple Street with Cass Street and the construction of a sul)way in the latter. In order to accom- })lish this plan it is necessary to elevate the tracks of the E., J. & E. R.. H. south from Jackson Sti'eet. .V g)'ade se]jaration at the C. R. I. & P. cross- ing will thus be accomi)lished and a street subway will be possible in Wash- ington Street. If a ])hysical connection of tlie E., J. & E. with the Michi- gan Central is to be maintained it might be desirable to elevate the tracks of the latter also. 19. The impi'ovement of Cass Street east from the proposed E., J. & E. subway as a tine boulevard leading to Higldand Park and to Pitcher Park, and the connection east of the cemetery south across the Creek to Briggs Street and Washinadon Sti-eet. 20. Imln•o^'ing Henderson Avenue and Ward Aven\ie and connecting them with ]Nreeker Avenue at Cedar Avenue b}" a direct line across the throat of the E., J. & E. yarxl, widening and improving Cedar Avenue to open, adequate coninuuiication with the hi»rh sid)urban housing area north- east of the E., J. & E. R. R. fSee also 22.) 21. Co-operati^•e ])lanning of the northeast housing districd. in connec- tion with adef|uate street conneidions of Eorest Park with the citv. (See 20, 22.) 22. 0|teninu' a new stre(d alony- the to]) of the ridge from Lockport Road to Woodi'uff Road to connect with Cedar A^'enue and to extend southeast to the road east of the E., J. & E. yard, This will be linked with lo, 18 and 24 to form a continuous line of connnunication. 2o. Conne(dion across the I)esi)laines River of Ingalls Avenue with Woodruff Road. It is thought that Theodore Aa'cuuc should be extended K E (' :\OI E N D A T IONS X S T E E E T S 21 across the Desplaincs River l)ef(>re this improx'einoit is attcuipted. (See 24.) 24. Coiinectiiig Theodore Avenue across the Desplaincs River to Ijock- ])ort Road near its junction with pi'oposed street. (See also 22.) 25. The deveh)pnient of an outer circuit on the west side ^-enerall}' fol- lowing- the E., J. & E. loop Init at a distance from it of several hundred feet where practical)le; and the ultimate extension of this circuit to Stirl- ing- Park, and through the northeast housing area to Pilcher Park. 26. Developing the west side hy means of co-oix'ratix'e sul)diA'iding- for r(^sidenees and connecting with West Park. The plan should incdude })]ay- grounds, an aviation field and a park to the north. 27. Connecting South Rayuor Avenue with Railroad Street along the edge of the Quarry Cliff and acquiring a broad strip alon.g the ('lift for parking — to be developed as a parkway, ft is thought that a part of the ijuarry will eventually be tilled and used for housing, while that area near- est the tracks l)eiug- at the track level may lie de\'cloped as industrial ter- ritorv. These two photographs give a splendid i'Jea of the ivay the great boulevards of Paris form radials. centering in attractive circles. Such radials are planned for Joliet. The upper photograph shows Theatre Francais Place and Opera Avenue, taken i](jm the Louvre Hote The lower picture — taken from the Arc de Triomphe — gives an interesting view of Bois de Boulogne and Grande Armee Ave- nues, two of the great thoroughfares of Paris. RAILROADS AND THE CITY PLAN I O the iiumluT and importance of the railway systems entering Joliet *• is largely dne its position as an indnstrial center. As to tlieir effect on the city plan, it is cAident that the main line tracks cut the city into four parts, crossing as they do the center of the city in both the east and west and north and south directions. Already the unfortunate features of this condition have been minimized liy track elevation in the business dis- trict. In this respect Joliet is further advanced than any city of its size in the central west. The re-location and track elevation of the Chicago & Alton toward the north, the elevation of the Chicago, Eock Island & Pacific toward the west and the Atchison, Topeka & Santa Fe toward the south, if provided with subways at the important street intersections will promote the free expan- sion of the city. (See '':\Iap of the City and Vicinity Showing Existing Conditions" for railroad lines and the existing street crossings at grade.) The condition resulting from the E., J. & E. main line and also its belt line will require early attention, as this already forms a barrier to the ex- pansion eastward at several dangerous crossings. Grade separation at Cass Street, Benton Street and Washington Street will be imperative. On the assumption that it will be desiral)le to avoid the crossing of the C, R. I. & P. and E., J. & E. R. R. at the same grade and that the latter should cross the former at a higher level, it is believed that the portion of the E., J. & E. R. R. between Washington Street and Jackson Street should l)e elevated so as to permit the passing of these and the intervening streets through subways. The C, R. I. & P. R. R. switch-track paralleling Hen- derson Avenue, extending from the E., J. S: E. R. R. yards to the yards south of Cass Street, should be elevated — or re-located by direct east and west connection with the E., J. & E. R. R. VIEW FROM THE UNION DEPOT— Looking North on Chicago Street, Showinc tunity for Development. 22 the Oppor- RAILROADS AND THE CITY PLAN „-r VIEW FROM THE UNION DEPOT— Looking West on Jefferson Street, Showing the Oppor- tunity for Similar Developments. A revision of the conneetioii between the E., J. & E. R. R. and the C. & A. R. R. lying between Jaekson Street and ^Ya^d ^V-\'enne is reeoimnended along the lines of the suggestion shown on the ]jlan. This will permit the remo\-al of the tracks extending northeasterly from Ohio Street and the use of this line for an important artery as described under the su1)ject of Streets. It is also recommended that several of the switch tracks leading to the old quarries southeast of the city he removed and the right-of-way used for a wide street. Freight Terminals At present each of the railroads lias a separate freight house and team tracks. In line with the present effort to co-ordinate railroad services, particularly their terminals, it is urged that early consideration l)e given to this subject. The present freight house of both the C, R. I. & P. R. R. and the A., T. & S. Fe R. R. form obstacles in the way of expansion of the business center and are evidently inadequate. Their removal to the south in the case of the A., T. & S. Fe and to either the south or east in the case of the C, R. I. & P. R. R. is recommended as indicated in the area marked "B" on the "General Plan of the City" and in the area containing the existing freight yards and terminals l>'ing east of Collins Street and south of Cass Street. Proposed Freight Interchange At the time when the Lakes-to-rjulf Waterway is realized an adequate freight interchange available to all lines should be developed. The site reconunended is that lying south of the right-of-way of the C, R. I. & P. •24 P I. A X OF J L I E T K. E. and west of ])esi:)laines Street. This area slKnild be so planned as to offer facilities for a local retail and wholesale market, general and c-old storage, l)arge to rail direct interchange, barge to trnck intei-change and possilily a small g(Mieral team 3'ard. The difference between the proposed elcA'ation of the river and that of Desplaines Street is snch that a ram^j in tlie latter shonld be ]_)roYided leading to the wharf level, which should be also the le\-el of the tracks. The plan shonld 1)e so schemed that a rail ex- tension may later l)e carried across McDonongh Street on a viaduct to pro- vide for future cx])ansion of this terminal into the area to the south. Union Passenger Depot The coml)ination of the three main passenger lines has already been achieved in a remarkably convenient and architecturally tine manner. Al- together it makes a A'ery agreeable impression at the city entrance. The platforms and d(>pot approaches should be further developed by means of parking, planting and balustrades and l)y the removal of unsightly ob- stacles, particularly the old buildings near the corner of Scott and Wash- ington Sti'eets and those south of the Coiu-t House S(|uare as indicated on the Plan of the Conunercial arid Civic Center. THE UNION DEPOT, JOLIET. This station — one of llie finest to be found anywhere in a city the size of Joliet — is now sur- rounded, in part, by undesirable buiklings. L nder the City Plan these will be removed and the approaches to the station greatly beautified. ZONING Zoning is Protection for the Poor Man It is worth while to remember that a zoning bill is a poor man's bill. The rich man can often protect himself against various forms of nuisances by legal action. But the poor man can not indulge in the luxury of a law-suit; he can not afford to pay a lawyer to prevent a garage being built next to him, and he has no recourse when a factory hums about him and reduces the light and air circulation about his home. Further, to a great extent, and in the mass, the industrial worker must accept the kind of a house the public permits operative builders to erect for him. If the public does not require the builder to leave a fair percentage of his lot open for fresh air and sunshine, the workman, in the mass, must take what there is available. — Andrew AVrioht Crawford. 25 ZONING r ITY })launiii,o' includes the layout and ^-^ control of e'scrytliing' of a puldic na- ture, including- streets, blo<-ks, parks, pul»- lic buildings and trans2^ortatit)n and term- inal systems. The c(»ntr(.il of the develop- ment of private property which has Ijeen estimated to oeeup}' more than two-thirds of the entire area of a city is also of great importance, and no plan can be complete (ir effecti^■e without it. Correspondingl}' the result of such control and direction will react most favorably on all of the l^uljlic utilities. A city may suffer a tre- mendous loss l)y the inflexibility of its street system. The street system is bound ujj with the type of oceux^ancy of the ground. A city's park system may be of enormous actual real estate value; its ^•alue as a park system depends largely on the location of the parks and parkways with regard to the character of occupancy of the land, whether it be l)usiness or resi- dential. The cit\''s sewerage, lighting and water facilities all have a distinct and direct re- lationship to this same occupanc}'. Trans- portation itself unless worked out in con- nection with a recognized plan of control ]>y districting or zoning will fall short of it's requirements and cannot help but be uneconomical. In the large cities transportation facili- ties are in some cases provided up to the maximum (/apacit}^ of the streets, beyond which they cannot go. Obviousl.v unless the density per acre of the population is controlled and the population distrilDuted the time will come when transportation can no longer meet the requirements of the cities. The importance of Districting or Zon- ing on the public health in its relation to the pro"\'ision of light and air is apparent without argument. In many areas a prcjper Zoning Plan will l^e based on the requisite of securing for the pul^lic whole- some conditions of living. Last, but not least, is the matter of values. The restriction of certain classes of Ijuildings to certain sections of the city is essential. There are striking examples in our larger cities of the decline of xjrop- SCENE ON RICHARDS STREET— Zoning Effectively Preserves Residence Sections Such as This from Deterioration. 26 ZONING 27 m^r ^ :.''^^.f:- ' .r ik,i^«.- 1 -r / -,f-f w T I * ■« --V v^-'.^- "? HOUSING DEVELOPMENT AT PERRY\ ILLE. MD.— Planned According to the Standards of the Bureau of Housing. Department of Labor. Mann i^ Mac Xeille, Architects. erty values due to the invasion of residen- tial districts hy industry and of retail lous- iness distiic-ts by loft buildings and light industry. It can be authoritatively stated that Districting will stabilize real estate values in all sections of the Cit_y of Joliet, and that land values will be higher and the taxing power greater than if such re- strictions were not imposed. The ijower of a city to limit building heights, to eliminate retail business oper- ation in certain localities, to prohibit the development of industrial establishments within certain zones, to compel the erec- tion of fireproof buildings within certain given areas, to allow the occupancy only of a percentage of the building lot with a building, have all Ijcen exercised in vari- ous i^arts of the country. Furthermore, definite jjlans for Districting already ex- ist in some of our most important cities and the recognition of the principle of Zoning is becoming universal. The fundamental consideration is that of separation of hea^'v industry and resi- dence. A plan tentatively fixing the boundaries of the various areas has been made and is submitted with this report. It should 1k' made the suloject of special study in detail as soon as the authoriza- tion has been received by legislative ac- tion for cities to estal)lish Districts: or lacking this action such other steps as are possible or may l)e found expedient should Ijc taken to promote as nearly as possilole the recognition of this })lan. The ]>lan sulnnitted deals l)roadly with the sul)ject. In addition to the general reconunenda- tions it should be attempted t(0 establish as follows: 1. Residential districts in which only one and two family houses are to be built. "2. Areas in which retail business and light industry, such as laundries and pul)- lic garages, will lie permitted. These 28 P L A X OF JO L 1 E T SCENE ON WESTERN AVENUE — Zoning Prevents the Intrusion of Business or Industry in Residence Sections. areas may 1)(' small or sc-attered and even located within the hearts of certain other- wise restricted residential areas. 3. Areas in which multiple family dwellings may be built. The necessaiy ordinanc-es when drawn will be found to protect and l)enefit all residential areas. In an industrial connnnnity industry and housing- nuist be considered as closel_v re- lated and not as separate problems. The plan presented, while providing for the <:-onsolidation, protection and develop- ment of housing areas, makes provision for convenience of access of the workers to the industrial sections of the city. Limitation of industrial areas is partic- ularly necessar\' in Joliet, l)ecause indus- try is mostly that of iron and steel prod- ucts. An absolute limitation between the mills and the h o m e s is therefore de- manded. Fortunately, the railway lines passing through the city are fairly well grouped, due to topog]-aphical conditions. This has resulted fa^'()ral)ly in a corresponding grouping of industries. There are now three such groups in the form of sectors extending toward the north, the east and southwest. It is pro}>()sed to establish definite limi- tations of these industrial sectors along their sides, Ijut to allow for free outward extension. THE NORTH INDUSTRIAL SECTOR lies on both sides of the Drainage Canal. Its natural limit on the west is the high land along Broadway and on the east the corresponding high land east of the E., J. & E. R. R. On the south, ColumlDia Street forms the limit to manufacturing. The triangle between the railroad lines may become a public park. East of Collins Street there now exists a poor class of houses. This area should be properly developed by improving street circulation and by imposing definite re- strictions as regards retail business and housing construction. ZONING MAPS Conditions, Present and Proposed JOLIET ILL. VJmap of present occupancy -^■^ '' LEGEND MAP OF PRESEMT OCCIIPANCY. The areas now used by hea\ \ iinluslr\ I reil ) are generally ihe low ground adjacent to the rail- roads. The liusiness and light industrial lpur].ile) areas occupy the center and extend along the street car lines (blue) into the residential sections I yellow). As the business and light industrial areas scatter along the residential streets, as shown by the map, they cause unneces- sary noise ami confusion iui(] are generally delriniental. JOLIET ILL GENERAL ZONING PLAN GENERAL ZONING PLAN. The areas now used Ijy industry, business and for residential purposes, as revealed in the Present Occupancy -lap. where not in conflict with recognized zoning principles, are extended and developed in this plan. Heavy industry (red) is limited to the low ground adjacent to the railroads, where ample space is provided for future needs. Busi- ness (purple) is not permitted to intrude in residential streets, but provision for local needs is made along street car lines and at important street intersections. Present conditions need not be injuriously disturbed as a zonino- ordi- nance need not be retroactive. Z O N L X (i 29 RLE DE RIVOLI AND THE GARDEN OE THE TITEERIES, PARIS, ERANCE. This wonderful thoroughfare is one of the workl's best examples of the result of zoning, the height of the buildings is made uniform b\ law and formity of occupancy. Here zonmg regulations have brought uni- The north industrial zone has admif- ahle transportation facilities, the Santa Fe and the Chicago & Alton R, R. with the E., J. & E. Belt Line serving all the other railroads. The Drainage < 'anal also offers trans- portation possibilities. Connected with this sectoi' are the ex- tensive yards of the E., J. & E. lying east of Henderson Avenue. THE EAST ZONE lies largely east of Henderson A^-enne hut with an (extension west to Collins Street south of Cass Street and is ser\-ed hv the Rock Island R. R., :\richigan Central R. R. and E., J. & E. R. R. The gravel fields east of Rowell Avenue belong to this area. THE SOUTHWESTERN INDUS- TRIAL ZONE includes the larger sector between ^foen Avenue and the Patterson Road. It is served by the Rock Island R. R. west of the Desplaines River and by the Santa Fe and Chicago and Alton Rail- also includes the narrow strip between the river and the Rock Island R. R. ex- tending north to the railroad bridge. CONVENIENT ACCESS AND :\IEANS OF TRANSPORTATION be- tween the industries and homes are essen- tial to industrial efficiency. Preferably the homes should be within walking dis- tance of the factory, but it is also a recog- nized principle that each residential area be pro'^'ided with means of transportation to all of the industrial areas of the city, so that the se^■eral niem))ers of any houses- hold may I'cach any one of the three^ zones where they may lie employed. Therefore, a complete system of arteries linking the industrial and residential zones lias been indicated. At present most of the re(|uired , links are lacking, particularly those be- tween the north industrial zone and the residential zones lying west and south- east. The connecting arteries should be roads east of the ri^-er. It is also served of sufficient width to i^rovide space for bv the E., .1. & E. Belt Line. This Zone street cars or other means of transport. ;!0 PLAN OF J L I E T THE lUTSlNESS CENTER is practi- cally limited to the area bounded by the liver and the raihvay lines. The width of the liver together with the steep blnff are renditions whirh linht expansion to the west, but the o])ening of subways under the railroads will permit expansion to the east and south. It is interesting to note that the area lietween the railroads and the liver is approximately the same as that of the elevated "loop" in Chicago — (al)out 150 acres). Retail and local Ijusiness is shown_ as extending along certain streets carrying surface lines. In the outlying residential zones retail stores supplying needs of the adjacent communities are suggested in groups at important street intersections, if set iDack from the street line, local stores arranged in this way would detract less from the appearance of residence streets than if they ai'e allowed as at pres- ent to be spotted anywhere along the streets. Housing Land sul)division has an economic liear- ing <.)n housing as well as upon the main c-irculation. The owner who conteinplates subdividing acreage tracts into lots for housing should he guided by the spirit of approved housing laws. In this way he will l)e able to subdivide to the greatest advantage to himself and to the commun- ity. No building lot should be narrower than 10' and lots of this type, that is for small homes, should not be deeper than 100'. If lots are laid out to conform to a housing law meeting the general stand- ards of the Housing Bureau of the Fed- eral Department of Labor they will be ac- ceptable to a people alive to the need for better housing. Street Transportation Whether or not the surface cai' in ]_)res- eiit use for passenger traffic will prevail in the future, it is certain that routes over which a carrier will travel from one part of a (ity to another will always lie re- quired and these must be direct and wide enough to accoinmodate the traffic. For the present this carrier in Jolit't is the street car and the development of those highways o^-er which they are routed and over whidi future extensions and connections will be routed has been geuerallv outlined as follows: WITHIN PRESENT BUILT-UP AREAS: The streets should be widened so that the actual roadwa}^ itself will not- be less than 54' wide. Along Proposed New Streets: These rights-of-way should l>e 120' wide from lot-line to lot-line so that a double track may be constructed in a neutral parked zone in the center. BEYOND PRESENT BUILT-UP AREAS: Existing streets now serving as street car routes and existing and fu- ture streets along which by reason of their location and direction cars will be routed should not be less than 120' wide with an unpa\'ed light-of-way for tracks. There are many arguments in support of this sle Tracking: It is assumed that double tracking of all lines will eventu- ally take place and street capacities have lieen determined on that basis. Good and cheap transportation always stimidates the growth of suburbs, and the growth of the suburb means home own- ers. The controlling factors in passenger transportation are good road beds and equipment and direct routes. Car lines are constantly being extended in American cities. Generally the}' are the only means of iniblic transfjortation service. Occasionally car routes are fed by local busses. But it is safe to sa,j that nothing is likely to be produced in the near future that will be cheaper from the viewpoint of tractive effort than steel tire on steel rail. If street car rights-of-way are se^ja- rated from other traffic it is certain that the greatest objection to tracks and the strongest argument which is now offered in favor of free wheel public carriers will have been met. THE RIVER ' I HE Desplaines River at Joliet has or ■*• will have three important functions. 1. As the Chicago Drainage Canal. 2. Water Transportation; Lakes-to- Gulf Waterway. 3. Water Power. The ideal plan will de\'elop all three functions to their maxinunn efficiencv, Second. Transportation on the river nnist not unduly interfere with the city streets crossing the river. Third. I'he southern part of the city nnist ))e })rotected against any possible flooding from the river. The Drainage Canal feature is una\'oid- able. Its olijectionable pmpose must be minimized l^y modern methods of sewage treatment such as the activated sludge provided, however, that the interests of process l)eing installed in the stock yards. There is reason for Ixdief that the inter- ests of other towns on the I'iver through- out the State will compel a recognition of their rights in this respect and that con- ditions will eventually l)e greatly im- ])ro^'ed. Joliet are safeguarded. First. The sewage matter from Chi- cago must be provided with sufficient di- lution or must be so treated that disagree- al)le odors are eliminated. Water Transportation and Power Joliet will benefit greatly from the cheap metallurgical processes. This method is water transportation as this will mean still in its infanc}^ With electric po^ver cheaper raw materials, such as coal from and processes the smoke nuisance will be the southern part of the State, ore from greatly abated. Duluth and timber from Michigan. Several projects for the development of Cheap and abundant hydro - electric water po-wer ha'\^e been considered in the l)ower would be a great advantage, espe- preparation of this report with especial ciallv in view of the use of electricitv in regard to their effect on the Citv Plan. 34 PLAN OF J L I E T The one prepared l)y the Engineers of the Sanitary District lias ])een regarded with favor because it devek)ps the niaximum water power. By means of raising the level of the water to the existing level afioA'e the dam at Jackson Sti'eet the ne- cessity for a lo(-k at that point is avoided. By this proposal the city wonld recei\'e from the Sanitary Disti'ict the land owned h\ it on the east ))ank of the river which will form a useful and 1)eantifnl parkway along the water front. South of the Rock Island Railway a frontage of 1,500 feet will be obtained for the purpose of general storage and trans- fer of freight between the river and the railways. This is discussed under Rail- roads. There is incorporated in this plan the re<-onnnendation of Mr. (\ D. 'Callahan, formerly Commissioner of Public Works of Joliet, suggesting that in the vicinity of Jefferson Street and Cass Street bridges the channel for navigation be moved west Ijy taking the property between the Illi- nois and Michigan Canal and Bluff Street. The merit of this recommendation lies in the fact that it avoids excessive damage to properties lying between the ri-\'er and Joliet Street. If the present r-hannel is used for navigation the incline approaches to the new bridges would extend as far east as Joliet Street, rendering the adja- cent properties inaccessible and necessi- tating t h e permanent closing of Des- plaines Street. The Potential Recreational Features of the River It is unthinkable that the Des^jlaines River will always 1)e a drainage ditch. Federal or State legislation Avill sooner or later demand that the disposal of un- treated sewage into the river be prohib- ited. This will not apply only to Chicago but to all communities along its l)anks. At this time when river front property is undesirable and when vahies are low, land for parks and puljlic spaces should be a<-ciuired in order that facilities for l)oating may be developed to meet the de- mands of the future. When it is consid- ered that a still water pond, five miles long, will doubtless be available for the use of Joliet the possibilities of the future A'alue of the water front are not an idle speculation. ^^,«» fc ? -„ ,■ ««.. - -■• ■:,i'.;. '^^^^i^^ir^^HiaK^^^^^7^'''^^Hlmk W^^k ^^ LYONS, FRANCE. The Bridges Across the Rhone. (Reproduced by Courtesy of Scriliners ilagazine.) LYONS, FRANCE. View of the Rhone River Front. THE COMMERCIAL AND CIVIC CENTER ■ 1 • i ii ii" — ^ip ■ — -Ti- 1 ! I ill .,\- .ij " '. ^ UJi [ LJ jrn. % \ : Hfi '."f"" -Sl'r^t TPtr^ja Of* THE COMMERCIAL AN,If_ 'ifJtVlC CENTER, 5jhJ "*, ■ ■y;W"^, djiJMl iiONS ' PI.AN OF THE COMMERCIAL AND CIVIC CENTER. The extension and ini|iio\enient of I)es|)laines Sheet and Rhill Strccl as river-front |iarkways nui\ lie ac- complished in connection with the Lakes-to-Gnlf Walerway. These parkways will form convenient and attractive ajj|jroaclie.s to the heart of the (jl\. MUNICIPAL BUILDINGS AND CIVIC CENTER j-cOTPl Municipal and County Adniinis- ■'— ' tration Buildings arc retjuired in Jo- liet; the fonner being at present in rented (juarters, the latter requiring increased office space. It would be well if the Mu- nicipal and Comity Buildings could lie parts of the same group, as is now fre- quently done l)oth for the piir^jose (»f pul)- lic convenience and as an expression of eiyic unity. But, unfortunately, condi- tions are such that this would l)e improb- able of achievement in Joliet. The acqui- sition of sufficient property for municipal buildings adjacent to the County Court House square would be very costly; the erection of a Comity Building on a new site is inqn'acticable under the peculiar terms of the deed to the present site. It is })roposed therefore to establish a location for future Municipal and Civi<- buildings to include a Cit\' Hall, with police and fire stations, an auditorium and possilil}' a ]Museum and Armory. A number of possible sites in the cen- tral district ha\e l)een considered from the standpoint of accessibility and public convenience, cost of propert}^ and archi- tectural grouping. The site recommended, the three blocks between Joliet and Desplaines Streets, extending from Jefferson to Cass Streets, has exdusivc advantages; the jii'operties X 'X^' ^ I -'^- tx .,_,.- s' ^ iV tl.^ -1;A -^-^^ ^ ^ Vv^^\%^^ 1 i '^ L"-*^* ♦^ K^ ^'^n^y\ M tt V^n/' H BFNN,^TT ' L-o jjtaciirtv -< c PROPOSED CIVIC CENTER AT BLOOMINGTON, ILLINOIS. 35 36 PLAN OF JOLIET are mostly depreciated in ^'alue, tlie site is aceessilde from the two most important east and west arteries, Jetferson and Cass Streets, and also from Clinton and X-di\ Buren Streets; the opening- of a subway at Joliet Street and the de^'elopmellt of Des- plaines Street t<^ form a parkwa}' along the ri^c'r makes all i)arts of the site acces- sible from north and south arteries. The widening- of the river chan- nel and the development of a parkway along Bluff Street with terraced gardens on the bluff' as will 1)6 possible Avith the projected Desplaines River improvement; also the construction of well designed bridges; all these changes present an unusual oppor- tunity for impressi\-e group- ing of l)uildings. The County Court House can be enlarged so as to give double the present capacit3% as fortunately it was not placed in the center of the block. If certain parts of the roof and the tower were rebuilt the building as a whole could be rendered architecturall}^ acceptable. The site at the southeast corner of ( 'hicagi > and Jef- ferson Streets, owned b}^ Will (Jounty, might be used in connection with the ad- jacent property for the de- A'elopment of a public Plaza or it will make an admirable location for a public build- ing. As sho\vn on the ]jlan of the ( "ominercial and Ci\'ic Center it is suggested that the main part of anv such building be placed at the corner, extending the full distance along Jefferson Street so as to take advantage of this as bi;siness frontage. The southern part of the lot could be a garden which should be screened off' from the street by an arch or colonnade. The garden might contain a memorial or a fine fountain, standing where it would be visible from Chicago Street and from the main rooms of the Imildine'. SPRINGFIELD, MASS.— Municipal Building Group. PARKS, SCHOOL GROUNDS AND RECREATION I T has l)eeii generally accepted that one ■■■ acre of park and playgronnd per 100 of pojjidation is re(inired and a lar^'e number of progressive cities are maintaining tliis standard. It lias l)een stated ))y a well known social woi'ker that crime in oui' cities is to the greatest extent simply a question of athletics. Police officials agree in giving approval to this statement. A recent police report in (liicago stated that delinquenc-y decreased by one - fourth within a radius of one-half nule from a new athletic field while conditions re- mained unchanged l)e}'ond that zone. However, up-to-date methods in deal- ing with public recreation take into ac- count the use of all the recreational facili- ties, both public and private, including schools and clubs. Schools and their pla}'- grounds are thus used intensi^'ely by ser^'- ing evenings, Sundays and during vaca- tion. In 1916 a thorough sur\'ey and sound recommendations regarding parks and re- creation in Joliet were made by Air. J. E. Rogers, Field Secretary, Playground and Recreation Association of America. It Avas his opinion that the existing park areas (including school grounds) within the city were for the present sufficient if properly developed and supervised. The general plan now submitted does not, therefore, provide additional park areas within the present city limits except the marginal parkway strips along the Des- plaines River and Hickory ( 'red^ and the triangle adjacent to Columbia Street. It does, however, strongly reconnnend the proper development of unused public lands such as that on Hickory (jreek nea]- ]McKinley Avenue. Outside of the present city limits new park and playground areas ha^'e been in- chided in the plan. The sites indicated are general rather than specific and are lo- cated approximately one mile apart, so SCENE IN PILCHER PARK, JOLIET. that a park <_)r recreation center may be within a half mile walk from the most dis- tant point. Public recreation spaces are today clas- sified so that a definite use can be made of them. They are : 1. School Playgrounds used as outdoor gymnasiums during school hours. Their use should of course be expanded to the limit of their facilities. 2. Pla}'grounds for /■* ■^^r 1 3 SCENE IN WEST PARK, JOLIET. SCENE IN HIGHLAND PARK, JOLIET. P A R K y A N 1) P A R K W A Y S 39 Hickory Creek The suggestioii of Mr. C*. 1). O'C^allaliaii, sewage from the ( 're<'k aud make it at- of Joliet, that a sewer lie laid in the tractive for swimming, a sonr<-e of recre- bed of Spring and Hickory Oreeks is ation not elseAvhere a\'ailal)le in Joliet. strongly endorsed. This wonld remoA'e all Other Proposed Parks A park a1_iont 200 acres in extent is pro- and one on the east side of the river, are posed for tlie west side, and two smaller recommended, ha-\-ing an area of 75 ti) 100 paries to tlie nortli, one on the west side acres eacli. Parkways Proposed parlcways and boulevards are indicated on tlie "Plan of tlie City and Yicinity. " Sncli streets should l)e re- stricted as to traffic or should liave sepa- rate roadways for passenger and comiiie]'- cial traffic. Tliev should be maintained l)y a Park Commission and planted witli suitable trees and slirul)bery. ^V tine op- portunity for a street of this character is offered in tlie case of Bluff Street. A scheme of roadway, paths and general de- velopment is shown on the "Plan of the Commercial and CHvic Center.'' SCENE IN DELLWOOD PARK. JOLIET. SPECIAL FEATURES Airplane The aC(|Tiisitioii of airplane stations is reconnnended. The airplane will l»e- i-oiiK' an important element in eommeree and transportation. Already mail service is in sneeessfnl operation and is being ex- tended. The <-ities that provide faeilities for airplane stations will be provided with air mail service and be able to maintain a distinct advantage over other cities. Stations Two locations are suggested on the plan, one east, the other west of the city. These are about as near the center as open unimproved areas of sufficient size can be found. In addition to the level and unob- structed landing areas, provision should be made for space for hangars, repair shops, quarters, etc. It is desiral^le to have rail service in order that fuel and supplies may l^e delivered at minimum cost. Municipal Art and Architecture AVhile this City made extremely pr chiefly taken into accomit the actual needs of the future city, still the fact must not he over- looked that no cit}' can liecome truly great without recog- nizing the i mp o r - tance of l)eautifying its streets and a\'e- inies. Artistic drink- ing fountains, momr- ments, ai'ches, his- torical tablets, scul];)- Plan has been tural and architectural masterpieces actical and has shoidd not be o\'erlooked. Plazas, where public gatherings may be held and l)and concerts given, shoidd be laid out wherever possible. All of these things go far toward making a city beautiful. There- fore, though utility must naturally be the tirst consideration, no opportunity should he lost to make Joliet a citA' of beautv — a (Arch L'ARC of Triumph ) Example of DE TRIOMPHE in Paris, a World-Renowned Architectural Beauty. model of its kind. Street Fixtures It is recommended that a comprehen- sive system of street lighting he devised, employing the most modei-n and efficient tyjjes of lami)s and the most sightly and appropriate hxtures. Business streets, boulevards and residence streets ea<-h should have their appi'opriate lighting systems and fixtures. Where business streets liaA'c surface car lines the trolley poles should be utilized for lamps, prefei'- ablv at a height of about 16' fi'om the jjavemeut, w i t h double lamps where greater illumination is desired. Important thoroughfares such as Chi- cago Street may be lighted in this way. Residence streets should have simpler and smaller fixtures, either of metal or of concrete with the source of light about 11' from the ground so as to avoid interfer- ence with the branches of trees. At street intersections the street names, together with the block numbers, 40 S P E C 1 A L F E A T V R E S 41 sliuukl be visible at night by means of transhicent or })erforated signs. Pnlilie squares such as the Court Honse Square and the proposed Civic (Center shoukl be proviihHl with means of special- l_v In'illiant illumination for special occa- Sew With the proposed change in level of the water of the Desplaines River, exten- sive alterations of sewer mains will be necessarv. The subject has been studied hy ^h: C. D. 'Callahan, formerly Com- missioner of Public Works, and his sug- gestions are: (a) To construct an intercepting sewei' along the east hank of the Desplaines River and abandon the slough drain soiith of Ja(d\:son Street, which for most of its length is located on private property; (b) to construct an interce})ting sewer ahuig the west hank of the Desplaines Ri\'er south of ]\rariou Street; and (c) to lay a sewer in the Spring and Hickor}- Creek beds, emptying into the Desplaines River lielow the pro'[)osed dam. sioiis lest these piddic places seem dead in contrast with the usually well lighted [»laees of business. The river-front parkways and the new bridges will offer (Opportunities for s^jlen- did lighting effects. ers Thes(.' improvements in the sewer sys- tem it is i)ointed out will unify the prob- lem and make })Ossible a future purifica- tion sr-heme; provide for disposal of sew- age for a greater Joliet, and render Hick- ory Creek a clean stream, thus restoring its possibilities for recreation. It is possilde that the State or Federal Co^-erninent will idtimately demand the purihcation of all sewage emptying into the Desplaines Ri\'er and a new sewer scheme for Joliet may not be comprehen- sive unless this ])rol)ability is gi^'en con- sideration. The construction of intercept- ing sewers along the river, discharging at points near each other, will be a step to- ward making purihcation a simple "i^rob- lem. Markets Under the heading of Railroads and th(.' City Plan a location for a market (whole- sale and retail) lias been recommended. The area h'ing west of Desplaines Street and just south of the Chicago, Rock Island & Pacific Railroad crossing is the one to which reference is made. At this i^oint I'ail and water facilities ma}' be developed, stoi-age warehouses and cold storage plants may be erected and the whole area between the Desplaines Street subway and McDonough Street should he developed and co-ordinated so that facilities for handling goods for interchange, export and local consinnption will he of the liest and consistent with the volume of bus- iness. The effect of inefficient and wasteful handling and merchandising methods upon the cost to the cousmner of perish- able foodstuff's has been studied in close detail bv manv authorities. The marketing methods, that is, the steps in the progress of ])roduce from the grower to the consumer, have many rami- fications, but an opinion as to how they may l)e impro\'ed would ho of little local value. It is certain, however, that pre- \entable waste, excessive teaming bills, denuni'age and track storage charges through inefficient terminal a n d store equipment have a bearing on the local wholesale prices. Broadly speaking, the typical process of mailvcting might l)e said to have four middlemen — the country shipper, the lo- cal receiver, the jobber and the grocer. Of these the first three are attended by the least expense, while the retailing is by far the most costly link in the chain. From the foregoing it would seem that Joliet 's problems are : ^2 P L A X OF J I. I E T 1. To de\'el()p ettic-ieiit wholesale haiidl- Under the first of these conies the proper ing of provisions. 2. To effect a sa^-ing- in the retailing of foodstnffs. ~ ' market. location and equipment of a wholesale Retail Markets ITiider the second the ct)iisunier is con- i-erned with: (a ) A method of obtaining his supplies which ha\'e <-ome from the .)o1)l)er or through the \vholesale chain. This in- ( dudes su(di items as sugar, meats, citrus fruits, tru(dc and fruits out of season. (1)) A method of procuring produce from the grower direct, su(di as butter, eggs, tru(dc, apples, poidtrv, fruit in sea- son. 01)viously if produce of tlie latter (dass can l)e cheaply delivered to the <-onsumer without getting into the wholesale routine of the former a very considerable saving- will have ))een made, and the same ma- chinerv that handles the local produce may l)e al)le to deal also in that received from wholesale sources, or the former class. The corner grocer is the present me- dium through whom the wants of the con- sumer are served, handling as he does e^'erything that is salable whether it be l)rought from the wholesaler, truck ped- dler or the prodiicer. He competes with the huckster and altogether the heavy ))urden due to retail charges does not re- sult in excessi^'e profits for the retailer, l)ut exists rather because of the expensive wav in whi(di retail trade is carried on. Municipal markets, local curl) markets for farmers and liu(d^sters, co-oxjerative and quantity Iniying and chain stores are the surest ways of cutting the retail charges. When the consumer gives up the tcdephone and delivery system and prem- iums and is prepared to "pay cash and to carry," the central retail market and the curb markets will l)e a realit}" and even (diain stoivs and well conducted neighljor- liood shops will be able to do business without the enormous waste which the consume]* is now called upon to bear. Curl) mai'kets have lieen installed in se^'eral eastern cities in recent years. Some have been quite successful, but it is noticeable that this is true to the greatest extent in pooi'cr communities and where ])eople are \villing to take the trouble to buy carefully. Curl) markets opened in Scranton and Allentown in 1917 and 1918 greatly increased the consumption of per- ishables and reacted satisfactorily Ymck to the farmer. Prices ran from 80 per cent to 3;> per cent of those (diarged at the stores. The Food Administration kept records of the Scranton market, whi(di showed to- tal sales of $350,000.00 worth of food, sav- ing dii'ectly $70,000.00 to $100,000.00 and effecting a nui(di larger indirect saving by l)riuging the pi'ices down generally. Surveys It is recommended that the City pro- ■\'ide itself with accui'ate and comprehen- si'^'e topographical maps of the city and A'iciinty ^vithrnit dcda}" as a basis for the intelligent study of the planning of ])ubli'- im])rovements. A general map should be drawn at a scale not smaller than 200 feet to the inch. Roads should be accuratelv located and contour intervals of 5 feet should be shown and street ek^'ations indicated. The limits of the map should extend well beyond the cor|)oration lines so as to in- (dude a territory 20,000 acres in extent. Benches s h o u 1 d be established and grades fixed on all existing streets, as well as on those that are added from time to time. The system of outlying streets sug- CONCLUSION 43 .^■ested on the plans must he revised on the hasis of siK-h a sui-ve\-, as the drainage scheme cannot be designed properly until the survey has l)een made. The steps of technical i)rocedure might he the establishment of points and tra- versing and leveUng of the city and vicin- ity and the co-ordinating of these points, and the surveying with rcdation to the co- ordinates of existing streets and import- ant owncu'ship boundaries. This work woukl form the l)asis of all city maps, le^-els and boundary descriptions. The surveys should be recorded in the form of an index map, a topographical map in sec- tions, record sheets at larger scale show- ing ch'tails of public construf'tion, sewers. water lines, etc., and a system of indexing and hling of maps, corrections and ordi- nances relating to grades, pei'mits and franchises. Attention is here <-alle(l to the very great })ossibilities for {preliminary study offered by the recent development in pho- tographic sur\'e\" b_y airplane. No serv- ice has yet been organized for this work, l)ut it is a possibility and it may be noted that as a residt of the practice work done by the Baker Field A\'iation Camp near Kochestei', New York, a complete set of negati\'es of the City of Rochester ex- ists from which a map may be made giv- ing the city in all its details. These maps mav hv made fairlv accurate as to scale. CONCLUSION City Bonds, City Planning and Elementary Justice The assessing of the cost of proper city de^■elopmellt and its relation to a well thought out program is probably best ex- pressed in the recent report on the Plan of ^Minneapolis prepai'ed under the direc- tion of the Civic Commission. "Minneapolis is constantly and rightly issuing l)onds to obtain the monev with which to pay for numicipal improvements of various kinds. These bonds are pay- able in 30 years, and in (_)rder to provide funds whereby the money will l)e on hand to redeem them at maturity, a sinking fund is created into which payments are made each year, and in adcUtion eac-h 3'eai' tlie interest must be provided. This means that, whenever bonds are issued, the pop- ulation of each suc(/eeding year for 30 years is thereby compelled to pa}' interest and sinking fund charges on these bonds. "Now ol)\'iously, if we propose to compel the taxpayei's of the future to pay these charges for some improvement which we will get now, justice demands that we make that im})ro\'ement a thing which will be worth tt) the taxpayers of the future what we are compelling them to pay. This means that merely to do rud- imentary justice we shf)uld when we issue numicipal bonds forecast and to some ex- tent provide for the needs of the popula- tion that will exist at and toward the end of the life of such l)onds. Rudimentary justice demands <-oinprehensive city plan- ning. Less Ultimate Expenditure for an Ultimately Greater Result "This i^eriod of the terin of bonds, gives the minimum of time that should l)e con- templated in city development plans. In- deed, that period is, if anything, too short. Fifty years is the minimum that })resent street plans, foi' instance, should contem- plate; plans should be prepared that will not be comi)letely executed, and, hence, that will not call for all the money neces- sary to realize them, until a period of fifty years has run its course. City planning does not proi)ose the ultimate expenditure of any more money than a city will spend anyway; indeed, it will residt in less ex- ])enditure, altogether. It does propose that whatever is spent shall be spent to u P T. A N OF J L I E T get the greatest return possible in the way of increased valnos for the land of the entire city, in the way of resulting in- crease in imniicipal income from taxation and increased borrowing capacity, and, hence, ability to midertalve and carry through })ig metropolitan things ; and last, not least, it proposes to get the biggest possi])le return in the greatest of all mu- nicipal assets, the health and happiness of e^'ery child, of every boy and girl, and every man and woman in the eitv. The City's Continually Increasing Capacity ''It is little appreciated that contem- poraneousl}^ with the growth of the popu- lation of a city there is a concurrent growth in its iinaucial capacity. There is practicalh^ no appreciation at all of what that growth in capacity in the future means to us in the present. A city of 1,500,000 will oljviously imdertake a pro- ject involving an outlay of $5,000,000, as easily as a city of 300,000 would undertake a project involving an outlay of $1,000,- 000. When put thus, there is ready ac- cpiiescence in the statement, l)ut its corol- lary is not foreseen. "If the city of 30 3'ears from now can as easily bear a burden five times greatei' than one imdertaken today by a city one- fifth the size of the future city, and if to- day's plans should contemplate a mini- mum period of 30 3^ears for their complete realization, it follows that today's plans will be far within the capacity of the fu- ture city, and hence probably far below the needs of the future city, miless they are carefulh" graduated from the present capacity of the city uid to five times that capacity. Each decade will undertake big- ger and bigger work — and be able to un- dertake it. An}' plan that is to l)e carried out througli a jjeriod of 20 or 30 years for which the present capacity of the city is sufficient, is to be judged, because of the fact alone, as probably inadequate, as probably forecasting a result that will not be commensurate with the then existing needs." From the foregoing it should be under- stood in the clearest possible ^vaj that there is no suggestion for a scheme involv- ing the immediate expeuditiu'e of large sums of money. It is suggested that a well-planned program 1)e laid down to guide the <:'ity in its future development. ]Mauy improvements are necessary and s m e of the m will be accomplished whether or not a program in the form of a city plan is laid down. Betterment will I)e expensiA'e, but the cost will remain in the property that is benefited and values of all Joliet interests will be advanced. Utilitarian projects are worthj", but it is often no more costly to do a thing well than it is to make it just useful. A finel}^ execiited subway or viaduct is no less use- ful Ix'cause it is artistic. Special acknowledgment is made of the co-operation of Mr. C. D. 'Callahan, for- merly Commissioner of Public Works, in furnisliing information regarding existing conditions and valued suggestions as to the Desplaines River and Hickory Creek improvements; also of the assistance ren- dered by Mr. H. T. Frost in the classify- ing of data and in the preparation of the plans. Respectfully sid^mitted, EDWARD H. BENNETT and WILLIAM E. PARSONS. L' ENVOI <