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COPYRIGHT 1914 
 By 
 E CHAMBER OF COMMERCE 
 
 AND 
 
 BOARD OF TRADE 
 
 ERIE, PENN'A 
 
 Press of 
 
 ashby printing co. 
 
 Erie, Penn'A 
 
Plans and Reports for the Extension 
 and Improvement of the City 
 
 PREPARED FOR 
 
 THE CITY PLANNING COMMITTEE 
 
 OF 
 
 THE CHAMBER OF COMMERCE 
 
 AND 
 
 THE BOARD OF TRADE 
 
 OF 
 
 ERIE, PENNSYLVANIA, U. S. A. 
 
 JOHN NOLEN, City Planner, Cambridge, Mass. 
 
 E. P. GOODRICH 
 Consulting Engineer 
 
 NEW YORK 
 
 HENRY C. LONG F. VAN Z. LANE 
 
 Commercial Development Traffic Expert 
 
 BOSTON NEW YORK 
 
 igi3 
 
^7 
 
 ^ 
 
 JOHN NOLEN 
 
 HONORARY DEGREE AWARDED ON THE OCCASION 
 OF THE INSTALLATION OF 
 
 LYMAN PIERSON POWELL AS PRESIDENT OF HOBART COLLEGE 
 
 14TH NOVEMBER, 1913 
 
 "If at lift- begree of Borlnr of Srienre, 31 present to gnu Soljn Jfnlen. of 
 (Sambribge, Bartirlnr of Jibilnauphu. of thr lltiinrraitg of Jlrtmayhuuna. 
 iOaater of Arta of ^arnaro. iHliilc olljera lfaoe buaieb Hirmarluro urith 
 "mannera, climates, rnunrila, gnuernmenta," ifflr. Nolens rare Ifaa hero 
 "tift ritiea of men." Realizing boln greatlu. in nut ban, tlje tolun makra 
 the man. he l?aa mebbtb alienee to art in tlje aernire nf municipal gnnh 
 luring. Sjia romprebroaiue plana for moJiel rvtfes are noht being uinrlteb 
 out in all parla of tins rnnntru. We unire loban llje gratitube of euerg 
 trainer of (jutitlr to one whose name iu an eHperial Henae ia ruahrineb in tlje 
 l;oniea nf Ijia rountrumen." 
 
 THIS IS THE FIRST SUCH RECOGNITION IN THE UNITED STATES OF CITY PLANNING V 
 
 7> 
 
 K 
 
'Tl\e corrirqori problerq, yours, rr\irie, every or\e's 
 Is — riot to faricy -wt\at ^ere fair irt life 
 Provided it could be,— but, firidirig first 
 Wt\at rqay be, tt\eri fir\d l\o"W to rqaKe it fair 
 Up to our n\earis : a Very different ttiirig 1 " 
 
 -« ^_ — Robert Browning 
 
10 
 
List of Subscribers 
 
 TO THE FUND FOR PROVIDING 
 
 'A PRACTICAL, COMPREHENSIVE PLAN FOR THE PHYSICAL 
 DEVELOPMENT OF GREATER ERIE" 
 
 C. F. ADAMS 
 
 J. BURTON ARBUCKLE 
 
 ANDREWS LAND COMPANY 
 
 ASHBY PRINTING COMPANY 
 
 CHARLES F. AUSTIN 
 
 BALL ENGINE COMPANY 
 
 BOARD OF TRADE 
 
 G. IRVING BLAKE 
 
 HENRY L. BREVILLIER 
 
 BROOKLYN REALTY COMPANY 
 
 BURKE ELECTRIC COMPANY 
 
 A. P. BURTON 
 
 REV. P. M. CAULEY 
 
 REV. JOS. M. CAULEY 
 
 REV. STEPHEN M. CAULEY 
 
 F. A. CLEMENS 
 
 C. PAXTON CODY 
 
 C. H. COLLMAN 
 CHAMBER OF COMMERCE 
 F. F. CURTZE 
 
 D. C. DALE 
 
 DAVID DENNIS, M. D. 
 
 JAMES M. DICKEY 
 
 F. B. DOWNING 
 
 S. H. DROWN 
 
 ERIE BREWING COMPANY 
 
 ERIE BUSINESS MEN'S EXCHANGE 
 
 ERIE CAR WORKS 
 
 ERIE CITY IRON WORKS 
 
 ERIE DRY GOODS COMPANY 
 
 ERIE LIGHTING COMPANY 
 
 LYMAN FELHEIM 
 
 H. E. FISH 
 
 HON. W. B. FLICKINGER 
 
 WM. J. FLYNN 
 
 DAVENPORT GALBRAITH 
 
 GENERAL ELECTRIC COMPANY 
 
 MATTHEW GRISWOLD, JR. 
 
 GRISWOLD MANUFACTURING CO. 
 
 HAYS MANUFACTURING COMPANY 
 
 HARPER & RUSSELL 
 
 JACOB HALLER 
 
 P. A. H3MROD 
 
 BISHOP ROGERS ISRAEL 
 
 JOHN JORDAN, JR. 
 
 CONRAD KLEIN 
 
 CHARLES KLINE 
 
 R. KUNZE 
 
 G. C. KRACK 
 
 CHAS. S. MARKS & CO. 
 
 METRIC METAL WORKS 
 
 L. VINCENT METZ 
 
 HON. A. W. MITCHELL 
 
 B. B. NAGLE 
 
 HON. ALBERT B. OSBORN 
 
 PENNSYLVANIA GAS COMPANY 
 
 PICKANDS, MATHER & CO. 
 
 GEO. S. RAY, M. D. 
 
 REED MFG. CO. 
 
 ESTATE E. J. RIBLET 
 
 A. K. RIBLET 
 
 MRS. ADELAIDE P. RICHARDS 
 
 MINNA SCHAFFNER 
 
 SCHAFFNER BROS. 
 
 LEO SCHLAUDECKER 
 
 HON. FRANK D. SCHULTZ 
 
 MRS. JOHN C. SELDEN 
 
 GEORGE D. SELDEN 
 
 J. M. SHERWIN 
 
 HON. MILTON W. SHREVE 
 
 CHAS. D. SPENCER 
 
 FRANCES L. SPENCER 
 
 J. C. SPENCER 
 
 WILLIAM SPENCER 
 
 ISADOR SOBEL 
 
 HON. WM. J. STERN 
 
 SPENCER VAN CLEVE 
 
 B. A. WALKER 
 GEO. B. WALKER 
 
 JUDGE EMORY A. WALLING 
 
 C. F. WILLIAMS 
 
 WAYNE BREWING COMPANY 
 
 and those who will have purchased this 
 edition of "Greater Erie" at $1.00 per copy 
 
 'hX 
 
 11 
 
C O NT E N TS 
 
 Page 
 
 Introductory Note --------------- 15-16 
 
 By City Planning Committee 
 
 Report on the Extension and Improvement of Erie _ _ - - 17-103 
 
 By John Nolen, City Planner 
 
 I. Streets -------------- 22-35 
 
 II. Railroads -------------- 36-44 
 
 III. Water Front 46-62 
 
 IV. Buildings -------------- 64-77 
 
 V. Open Spaces 78-93 
 
 VI. The Indispensableness of City Planning ------ 94-103 
 
 Report on Street Urban Transportation Facilities ------ 104-119 
 
 By E. P. Goodrich, Consulting Engineer, assisted by F. Van Z. Lane, 
 Traffic Expert 
 
 Report on The Development of Commerce in Erie ______ 120-135 
 
 By Henry C. Long, Esq. 
 
 Report on Legal Aspects _______ ______ 137-147 
 
 By Legal Sub-Committee 
 
 APPENDICES 
 
 Outlines of the History and Development of Erie ------ 150-185 
 
 By Thomas H anion, 1$ 1-2 Years City Clerk 
 
 Erie's City Government ----_________ 186-190 
 
 By Hon. Henry A. Clark 
 
 The School District of the City of Erie, Playgrounds and Buildings 192-209 
 
 By Wm. J. Flynn, Secretary Board of Directors 
 
 Organizations in Erie ------_--_____ 210-212 
 
 By F. W. Dillon 
 
 Real Estate Conditions - _______ 214-219 
 
 By Secretary of Erie Real Estate Board 
 
 Facts About Erie — Compiled from Official Sources ------ 220-231 
 
 The Organization of Housing Companies ---_-____ 232-237 
 
 Extracts from a Report on Representative European Ports - - - 238-244 
 Description of the Union Railroad Station and Civic Center at Providence 
 
 R. I. ---------------- 245-248 
 
 Erie's City Planning Commission ------______ 250 
 
 Index - - 251-254 
 
 12 
 
LIST OF PLANS AND SKETCHES 
 
 General Plan of the City of Erie, showing existing conditions 
 
 General Plan of the City of Erie, showing proposed extensions and improvements 
 
 General Plan of the City of Erie, showing proposed extensions and improvements, in color, 
 
 size 21" x 32" — see inside back cover. 
 Proposed Street Cross Sections 
 
 PAGE 
 
 18 
 19 
 
 22 
 
 Study for Harbor Development 48-49 
 
 Section Through Industrial Docks 56 
 
 Section Through Pleasure Bay Parkway 56 
 
 Proposed Public Market and Market Place 74 
 
 Proposed Re-design of Perry Square 78 
 
 General Plan for East Avenue Recreation Center 92 
 
 General Plan, Showing Transportation Routes — Present and Proposed 112-113 
 
 Preliminary Plan for Number Six School Grounds 203 
 
 PHOTOGRAPHIC ILLUSTRATIONS 
 
 Original general Plan of Erie town Lots— (Frontispiece) 
 
 PAGE 
 
 Portrait of John Nolen 8 
 
 State Street, Erie 24 
 
 Friedrich Strasse, Berlin 24 
 
 Bismarck Strasse, Berlin 24 
 
 State Street and Turnpike, Erie 25 
 
 Peach Street, Erie 25 
 
 Paris — Opening Rue Priestly 26 
 
 Panorama of Erie 27-30 
 
 Panorama of Erie Water Front 27-30 
 
 Sixth Street West, Erie 31 
 
 Bulow Strasse, Berlin 32 
 
 Beacon Street, Brookline, Mass 32 
 
 West Tenth Boulevard, Erie 33 
 
 Boulevard Raspail, Paris 34 
 
 Stone Culvert, Cleveland 35 
 
 Union Station, Portland, Me 38 
 
 Brussels, Passenger Station 39 
 
 Union Station, Providence, R. 1 40 
 
 Civic Center, Providence, R. 1 41 
 
 Suggestion — Union Station, Erie 42 
 
 Nickle Plate Passenger Station, Erie 44 
 
 Smoke Nuisance, Erie 45 
 
 Harbor Front, Erie 50 
 
 PAGE 
 
 Lake Shore, Erie 51 
 
 Tracy Point, Erie Harbor 52 
 
 Pond at WaldameEr, Erie 52 
 
 Dusseldorf Water Front 53 
 
 Franz Josefs Quai, Vienna 53 
 
 Danube and Royal Palace at Budapest. ... 54 
 
 South Branch of the Seine, Paris 55 
 
 Waterworks Landing, Peninsula, Erie .... 57 
 
 Bathing Pavilion, Waldameer, Erie 57 
 
 Beach and Cottages, Glenruadh, Erie 58 
 
 Stelvio Pass Road, Austria 59 
 
 Waterfront at Waldameer, Erie 61 
 
 Greenhouse, Rochester, N. Y 63 
 
 City Hall, Erie 64 
 
 Post Office and Library, Erie 65 
 
 Neponset Garden Village 66 
 
 Street View, Lawrence Park, Erie 67 
 
 Erie Academy 68 
 
 Residences— West Tenth Boulevard, Erie. . 69 
 
 Residence— M. H. Taylor 70 
 
 Residence — Robert Jarecki 70 
 
 Residence — J. B. Campbell 70 
 
 Residence — Albert Jarecki 70 
 
 13 
 
PHOTOGRAPHIC ILLUSTRATIONS — CONCLUDED 
 
 PAGE 
 
 Residence— F. VV. Burnham 70 
 
 Residence — L. G. Skinner 70 
 
 Some Erie Homes 71 
 
 Workmen's Homes, Essen, Germany, 2 Views 72 
 
 Homes op Employees of Krupp Co., Essen. . . 72 
 
 Workmen's Homes, Leverkusen ' 72 
 
 Hampstead Garden Suburb, London, 2 Views 72 
 
 Central Market House, Erie 75 
 
 Bath House, Madison, Wis 76 
 
 Pope Park, Tennis Courts, Hartford .... 79 
 
 Lake Front, Four Mile Creek, Erie 80 
 
 Perry Square, East, Erie 81 
 
 Mill Creek, Glenwood Park, Erie 81 
 
 Albert Platz, Dresden 82 
 
 Nurnberger Platz, Dresden 82 
 
 Munchener Platz, Dresden 82 
 
 The Flower Bridge, Hamburg 82 
 
 River View, Maplewood Park, Rochester.. 82 
 
 Water Works Park, Erie 83 
 
 Lakeside Park, Erie 83 
 
 Four Mile Creek, Erie 83 
 
 Forest on Peninsula, Erie 83 
 
 Four Mile Creek Park, Erie 83 
 
 View on Walnut Creek 84 
 
 A Ravine in Proposed Erie Forest 85 
 
 Woods on Route of Boulevard, Erie 85 
 
 Cascade Park, Erie 86 
 
 Jones Square, Rochester, N. Y 86 
 
 Four Mile Creek, Within Proposed Park- 
 way 87 
 
 Dresden, a Vista from the Terrace 87 
 
 Children's Play Day, Hartford 88 
 
 South School Festival, Hartford 88 
 
 Rose Gardens, Elizabeth Park, Hartford. 89 
 Playgrounds, Genesee Valley Park, 
 
 Rochester 90 
 
 Playground, Pope Park, Hartford 90 
 
 Bowling on the Green, Hartford 90 
 
 Swimming Pool, Seneca Park, Rochester . . 91 
 
 Wading Pool, Brown's Square, Rochester. 91 
 
 Settling Basin, Peninsula, Erie 91 
 
 Site of a Kansas City Parkway 96 
 
 The Same, Seven Years Later 97 
 
 Turning a Swamp Into a Lakelet 98 
 
 The Lakelet Seven Years Later 99 
 
 PAGE 
 
 Trolley Freight Station, Erie 114 
 
 Trolley Freight Station, Indianapolis. ... 115 
 
 Unloading Ships, Manchester, England — 122 
 
 One of the Fish Industries, Erie 124 
 
 Public Steamboat Landing, Erie 125 
 
 Municipal Lumber Piers, Baltimore 126 
 
 Entrance to Erie Harbor 128 
 
 Rockefeller Park, Cleveland. . . . " 148 
 
 Portrait of Andrew Ellicott 150 
 
 The Land Light House, Erie 167 
 
 Wayne Monument, Erie 169 
 
 Perry Square, Erie, in 1838 170 
 
 Erie Market House, 1838-1866 172 
 
 Portrait, Commodore Oliver Hazard Perry 175 
 
 Portrait of Daniel Dobbins 176 
 
 Wayne Park and Block House, Erie 180 
 
 Portrait, General Anthony Wayne 181 
 
 Soldiers and Sailors Home, Erie 182 
 
 Portrait, Capt. Charles Vernon Gridley. . 184 
 
 Bay of Presque Isle, 1818 185 
 
 Lakelet, Colt Park, Hartford 191 
 
 Athletic Field, Erie 195 
 
 Athletic Field, Pope Park, Hartford . . . . 196 
 
 Public Library, Erie 199 
 
 Public School No. 7, Erie 201 
 
 Public School No. 6, Erie 202 
 
 Public School No. 15, Erie 207 
 
 Perry School, Erie 208 
 
 Erie High School 209 
 
 Bushnell Park (West) Hartford 213 
 
 View from Nicholson Heights, Erie 216 
 
 Residence— Mrs. H. F. Watson 217 
 
 Residence — A. D. Skinner 218 
 
 Kahkwa Club House, Erie 221 
 
 Peninsula Pond, Erie 222 
 
 Erie County Vineyard Scene 224 
 
 Elks' Club, Erie 226 
 
 Shrine Club, Erie 227 
 
 Picnic Grounds, Waldameer, Erie 228 
 
 Erie Club 229 
 
 A Study in City Planning 234 
 
 View of Erie from Gospel Hill 235 
 
 Semi-Detached Houses, Cambridge 237 
 
 Ancient Cemetery, Hartford, Conn 249 
 
 14 
 
INTRODUCTORY NOTE 
 
 Erie is destined to be a great city. It is naturally proud of a notable 
 history, and delights to honor the memory of those who made that history. 
 But the past is gone, and, much as we cherish the thought of the achieve- 
 ments and character of those who have contributed to the good reputation 
 and creditable upbuilding of our City, we should not fail to profit by the 
 experiences which have at times retarded the normal development of the 
 community. Erie is facing a promising future. The task of to-day is to solve 
 present problems and to plan wisely and unselfishly for further growth. 
 
 "Concentrate all your thoughts upon the work in hand 
 The sun's rays do not burn until brought to a focus" 
 
 — Alexander G. Bell 
 
 No city is probably in better position than Erie to command phenomenal 
 prosperity through the utilization of natural advantages. These advantages 
 have been always an invaluable asset but never before — if indeed even yet — 
 have they been appreciated at their full value. 
 
 "There is -much that we know, that we do not know we know" 
 
 — Mark Twain 
 
 Largely through the initiative of our Civic Organizations the year 191 3 
 has marked the realization of much that promises well for the economic gov- 
 ernment and improvement of cities of the third class in Pennsylvania, and 
 especially of Erie. 
 
 A movement inaugurated four years ago, to equalize assessed valuations 
 in accordance with the law, while not entirely successful from every point of 
 view, resulted in an increase in the triennial assessment of approximately 
 eighty-four per cent., thus making it possible with a reduced tax rate to in- 
 crease the resources and bonding power of the municipality. 
 
 To the passage of the "Clark Bill" we owe our Commission form of gov- 
 ernment, which went into effect December 1st, last, and which provides for 
 an efficient and up-to-date administration of the affairs of the people. 
 
 The committee appointed by the Civic Organizations to provide "A Prac- 
 tical Comprehensive Plan for the Physical Development of Greater Erie" 
 having received sufficient support to insure success, is ready now to turn over 
 its completed work to the City Planning Commission appointed December 
 2qth, iqi 3, pursuant to an Act drafted by the Legal Sub-Committee and 
 signed by Governor Tener, July 16th, 1913. 
 
 15 
 
It is no easy task to build a city. Natural advantages and an ideal 
 location are not enough. It may be planned from without, but it must be 
 built from within. It matters little how carefully plans have been made by 
 the mind, the heart must aid in the realization. Men, women and children, 
 regardless of individual interests in other directions, must co-operate — all must 
 pull together all the time — to realize the highest ideals in the way of im- 
 provements which will contribute to the present and future welfare. 
 
 "Greater Erie" means nothing worth while if the aim is simply to be 
 greater in size, following an haphazard, narrow policy of upbuilding, without 
 definite purpose or due regard to the necessities of the future. "Greater 
 Erie" should mean a City than which there can be none better to meet the 
 demands of Commerce, Industry, Home Life and the Happiness of the People. 
 This can be done only when her people elect to have it so. 
 
 Knowing that the character of the City cannot hope to rise above the 
 average character of the individual citizen, we must forego selfish interests, 
 when opposed to the common welfare. It rests with us to measure up to a 
 full realization of our responsibilities to the present and future generations 
 and to manifest our confidence in ourselves, individually and as a City, by 
 grasping opportunities and assuming burdens that rightfully belong to us. 
 
 "And, having thus chosen our course let us renew our trust 
 in God and go forward without fear and with manly hearts" 
 
 — Lincoln 
 
 Experts in their respective fields have completed Plans and Reports 
 which are submitted herewith for the open minded consideration of the 
 people and officials of Erie, of the townships surrounding Erie, of Erie 
 County, and of the State of Pennsylvania. 
 
 Confident as we are that there is no specific recommendation made in 
 this report that has not been proven elsewhere to be sound and practical, yet 
 we realize there is room for an honest difference of opinion concerning 
 methods and plans for development and there is often more than one good 
 way to accomplish the same purpose. If criticism of any detail is accompanied 
 by a suggestion that will offer a better solution of any problem of growth, 
 the publication of "Greater Erie" will not have been in vain. 
 
 CITY PLANNING COMMITTEE 
 
 16 
 
To the City Planning Committee, 
 
 Chamber of Commerce and Board of Trade, 
 Erie, Fenna,, 
 Gentlemen: 
 
 The accompanying report on the extension and 
 improvement of the city of Erie and its environs is 
 presented, for the sake of convenience, under five 
 headings— streets, railroads, water-front, buildings, and 
 open spaces, Under each heading there is a brief 
 statement of existing conditions, merely to serve as a 
 background, a statement of the general recommenda- 
 tions, and in fuller detail the specific recommendations, 
 The existing conditions and specific recommendations 
 have been shown for comparison on General Flans 
 which form part of this report, (See pages 18 and 19,) 
 Separate plans at larger scale have been prepared to 
 illustrate the harbor development, the improvement of 
 Pleasure Bay, the street cross sections, a public 
 market square, a typical school playground, a larger 
 recreation or neighborhood center, and the re-design 
 of Ferry Square, These plans are all reproduced in 
 the report, together with numerous photographs se- 
 lected to make vivid and enforce the recommenda- 
 tions, 
 
 In presenting the report and plans, I desire to 
 express my sincere appreciation of the valuable aid 
 and co-operation received from the members of the 
 City Planning Committee, and from the Mayor, and 
 other city officials, 
 
 Respectfully submitted, 
 
 JOHN NOLEN, 
 
 Cambridge, Mass., City Planner, 
 
 September 24th, 1913 
 
18 
 
 GREATER ERIE 
 
 
GENERAL PLANS 
 
 19 
 
WANT the city planned for me and mine, and for all men, women 
 and children, so that life shall be better and safer, employment 
 more certain and secure, and the rewards of labor freed from un- 
 necessary tax and toll. 
 
 I know from my own observation that a great saving to all classes might be made 
 if we had the best possible harbors, transportation, terminals, warehouses , streets 
 for teaming, well-planned thoroughfares , and residential sections. 
 
 I know also it would help those who labor for wages if there were well-planned 
 factory and housing systems, enough playgrounds , parks, civic centers, larger use of 
 the schoolhouses, better and more places of amusement properly supervised. 
 
 All these things the workingman sees that he must demand, but knows when he 
 stops to reason, that he cannot get them merely by having his wages increased, even 
 though he received all the profits of the industry in which he works. These are co- 
 operative jobs and must be gained by the whole community working, planning, pulling 
 together. 
 
 I know also that if a plan were made by the best engineers and landscape archi- 
 tects, showing just exactly how my city would look when properly planned and per- 
 fected, I could understand this plan and help to work for it, even if it took ten or twenty- 
 five years to get all the things finished. We would all get some things we want to- 
 morrow or next month, and more next year, and so on, and we would all have the fun 
 and joy of helping to get them. 
 
 I am certain this kind of work would cut down the cost of crime, poverty, sickness, 
 strikes, failures, loss of life, and children going to the bad. It doesn't take a particu- 
 larly wise man to see, also, that every rent payer would get more for his money, if we 
 could cut out fooling, blundering, botching, waste, and graft. Also, I see that if it 
 costs more for my grocer to do business than it ought to, on account of all these things, 
 I must pay higher for my groceries. My clothes will cost more, my coal for the fire, 
 everything I use in the house, because the city is badly planned, and costs too much 
 for upkeep. The bill comes to me and you can bet I have to pay every last penny of 
 my share. 
 
CITY PLANNING 
 
 21 
 
 Now I have confidence enough in the honest men of my city to believe that in com- 
 mittees of many organizations, all pulling together, this work of planning the city 
 as it ought to be could be done honestly, and little by little, without running too far 
 into debt. 
 
 I know that I and thousands like me would be glad to put a few dollars of our 
 savings into the loans to carry this work along if given the chance. 
 
 Let me tell you, I am not so much of a fool as not to know this kind of an under- 
 taking would make work lively for carpenters, masons, painters, plumbers, and all 
 other artisans, and also the skilled workers who prosper when there is a live spirit of 
 growth in a city, and business is good with manufacturers and merchants. 
 
 Why wouldn't it make good times for bankers and financial men, with such a 
 demand for money to make improvements? 
 
 You can't see that it would do anything but help honest real estate interests. 
 
 The newspapers would boost the work along, for a growing city would help to get 
 better news, more subscribers and more advertising. 
 
 The preachers might cheer up and not get so discouraged, for it would help their 
 work at the bottom, by preventing so many going bad; and they would have less trouble 
 patching up a few that they now reach, who have gone wrong. 
 
 Now it seems to me there would be a way of figuring out all these things in advance 
 to find out the cost and the best way to make improvements, by tested standards, just 
 as we do in our shops. If you go about it that way and find what cities have 
 done along the best lines all over the world, where is the risk? Only the rotten and 
 crooked would get wiped out. 
 
 Yes, I think I can understand well enough what City Planning by engineers 
 and along scientific lines means, and I believe you could get rich and poor to work 
 together for it, if somebody who was fit for the job would make the plan, and then you 
 get a regular Panama Canal board of honest engineers to take charge and carry it 
 out. 
 
 When everybody understood what you were driving at and agreed to it, and took 
 off their coats to help, you would get united action for the first time in the city — united 
 action for a grand good thing that everybody wanted, and which would benefit all, 
 would be the greatest thing that ever happened in our city. 
 
 Show me your plan to make this a perfect city, and when election time comes 
 around, Til feel at last I have got something worth voting for, if you will put it on the 
 ticket in a few words and give me a chance at it. 
 
 COMMITTEE ON CITY PLANNING, 
 BOSTON CHAMBER OF COMMERCE. 
 
22 
 
 GREATER ERIE 
 
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EXISTING CONDITIONS 
 
 HE original general plan of Erie has unusual excellence. It was 
 made in 1795 by Andrew Ellicott, the first surveyor general of 
 the United States, and the man who completed the City of 
 Washington on the designs of the great French city planner, 
 L' Enfant. Ellicott was assisted by General William Irvine. 
 The streets are straight and generally of good width, the principal thoroughfares 
 being 100 feet wide and the majority of other streets 60 feet wide. All streets run 
 either parallel with or at right angles to the lake shore. Streets parallel to the lake 
 are numbered regularly, beginning with Front (First) Street ; streets at right angles 
 to the lake are named. The principal retail business street is State Street, running 
 north and south. Notwithstanding EHicott's familiarity with the plan of Wash- 
 ington, no radial or diagonal streets were included in the original city plan. The 
 blocks are of desirable size and proportions, being about 330 feet by 660 feet. 
 The long side of the block runs from east to west. Thus the building frontage is 
 not so favorable for light and sun but the streets are more numerous in the direc- 
 tion in which traffic is greatest. General grades east and west are also more favor- 
 able. The street system furnishes as convenient access to principal points — such 
 as the Union Railroad Station, the Public Landing on the Lake Front and the 
 Civic Center at Perry Square — as is possible under a rectangular network of 
 public ways unrelieved by diagonals. All these centers are located on one wide, 
 main street, viz. : State Street. Beyond the limits of the original city, control of 
 the location and width of streets has not yet been exercised in the interest of a 
 good plan. The serious evils of this lack of control are already apparent. 
 
 GENERAL RECOMMENDATIONS 
 
 The general plan shows the recommendations with regard to the proposed 
 location of new thoroughfares and main streets and the widening of existing 
 streets. The new streets are shown by a broken ink line, and all thorough- 
 fares or main streets have been colored yellow. A few other obviously neces- 
 sary street extensions have been shown on the plan. Beyond the present nar- 
 row city limits, main streets have been located approximately a half a mile apart. 
 
21 
 
 GREATER ERIE 
 
 State Street, Erie 
 
 a wide (100 ft.) thoroughfare, extending prom the water front to 26th street, with important 
 developments at the lake front of the public landing, at perry square of the civic center, and at 
 14th street of the union railroad station. the street has ample width for transportation pur- 
 poses and for the requirements of the main retail business street. unfortunately, however, it is 
 cluttered with poles and wires, and the buildings have developed without adequate regulation 
 
 Friedrich Strasse 
 
 Berlin, Germany 
 
 Bismarck Strasse 
 
 TWO EXAMPLES OF GERMAN STREET DEVELOPMENT. ALL BUT TROLLEY WIRES ARE UNDERGROUND 
 
STREETS 
 
 25 
 
 State Street and Turnpike looking South from 13th Street 
 
 Showing railroad bridge and character of buildings in neighborhood 
 
 of proposed plaza 
 
 The general scheme or net-work proposed for these main streets is approximately- 
 rectangular, virtually an extension of the present excellent street system with 
 streets running generally east and west and north and south. The outlying 
 system also includes, 
 however, a sufficient 
 number of essential 
 radial and diagonal 
 streets and a circum- 
 ferential parkway. It 
 appears to be imprac- 
 ticable to extend the 
 radial and diagonal 
 streets into the heart 
 of the old city. Im- 
 portant intersections 
 are given special em- 
 phasis and treatment. 
 The topography of this 
 outlying section of Erie 
 being without steep 
 grades, I believe that 
 it would be well to lay 
 out the main street system in some such manner as indicated. The streets need 
 not be absolutely straight. When their definite location is fixed, there will be an 
 
 opportunity to take 
 advantage of grades by 
 making slight modifica- 
 tions in the alignment. 
 Between these main 
 thoroughfares I should 
 recommend a method 
 of sub-division which 
 would permit of a good 
 deal of variety, and 
 include an irregular 
 and informal lay-out 
 wherever the purposes 
 for which the property 
 was to be used made 
 ""^MSl suc h irregularity de- 
 
 Peach Street, Erie, looking south from Union Station SiraDle. in Xing 
 
 Showing character of buildings on one of the streets that will be tentative location of 
 an approach to the new union station. Widening op peach , +1ir>i-r>iio-Vifnrpc; anrl 
 
 street is recommended tne tnorougniares ana 
 
26 
 
 GREATER ERIE 
 
 main streets, as shown on the plan, I have endeavored to take advantage of all 
 existing and heretofore proposed streets and, so far as possible, to incorporate 
 them into the system. I have welcomed a certain amount of irregularity in the 
 sizes of these large blocks of land and in the general direction of streets which have 
 resulted from this method. It seems to me that such irregularity is, on the whole, 
 desirable and will lead to a more practical as well as a more interesting city plan. 
 
 This general preliminary plan for streets is only a tentative one. It is based 
 upon very inadequate maps and surveys. Therefore, it will be subject, I have no 
 doubt, to a considerable number of modifications and corrections. 
 
 My general recommendations as to the width of traffic streets, diagonal high- 
 ways, and boulevards, are shown on the separate plan entitled Proposed Street 
 Cross Sections. (See page 22.) These show five types of streets as follows: 
 
 Local Street — Road- , 
 way 24 feet, two plant- \ 
 ing strips 7 feet each;' 
 two sidewalks 6 feet, 
 each. Total 50 feet. 
 
 Local Street-{Wider) 
 Roadway 32 feet, two 
 planting strips 8 feet 
 each; two sidewalks 6 
 feet each. Total 60 
 feet. 
 
 Traffic Streets — Car 
 reservation 20 feet; two 
 roadways 16 feet each; 
 two planting strips 8 
 feet each; two side- 
 walks 6 feet each ; two 
 inside grass strips, 2 
 , feet each. Total 84 
 feet. 
 Diagonal highways — Car reservation 20 feet; two roadways 32 feet each; 
 two planting strips 8 feet each; two sidewalks 10 feet each. Total 
 120 feet. 
 Boulevard — Central tree planted reservation or mall 48 feet; two road- 
 ways 24 feet each; two planting strips 8 feet each; two sidewalks 6 
 feet each; two inside grass strips 3 feet each. ¥ Total 130 feet. 
 These proposed cross sections are of course subject to revision, and I look for 
 an open-minded consideration of them by the members of the committee and the 
 city authorities. Attention is directed to the planting and maintenance of street 
 trees and planting strips as recommended in the various types of streets.* 
 
 *See Third Annual Report of the Shade Tree Commission of Pittsburgh, Pa., 1913. It describes the plant- 
 ing, spraying, pruning and general care of street trees in Pittsburgh. Altogether 4,938 trees were set out, the 
 species being as follows: Oriental Plane 3,250, Norway Maple 353, Sycamore Maple 59, Pin Oak 25, Gingho 103 
 Elm 180, and Linden 710. 
 
 Paris — Opening Rue Priestly — A new street prom place du combat 
 
 TOWARD PARC DBS BUTTES CHAUMONT, MADE NECESSARY 
 BY SHORTSIGHTED PLANNING 
 
NORTH 
 
 ;:<i 
 
 'fNrt 
 
 ^■MASONIC 8LDG 
 
 POST 
 AH SCOTT BLOCK OFriCE 
 
 ■ 
 
 RIED 
 HOUSE 
 HAMOT 
 PUBLIC DOCK MARINC HOSPITAL 
 
 
 ENIOANCI FO IU*>CM SOLOICRS ANO SAILORS HOME 
 
 " 
 
 WIT. POLIS WHICH MAY BE REMOVED AS SOON AS CONDUITS FOR MICH TENSION WIRES ARE PROVIDED. AND WHICH CAN BE MADE A FAMOUS THOROUGHFARE BY PROPER EMPHASIS AT THE PUBLIC DOCK OF THE WATER 
 DIW AS TO HEIGHT. ARCHITECTURE. ETC . ALSO SHOWING THE LOCATION OF SEVERAL IMPORTANT POINTS REFERRED TO IN THIS REPORT. ETC 
 
 EAST 
 
 SOLDIERS AND SAILORS HOME GROUNDS SHOWING HARBOR AND PENINSULA 
 
 PRESQUE ISLE THE PENINSULA CONSISTS OF OVER 3000 ACRES. PUBLICLY OWNED IT IS RECOMMENDED THAT IT BE DEVELOPED AS A STATE PARK 
 
27 
 
 UNION DEPOT 
 
 HIGH SCHOOL 
 
 IOOFBLDG. V.MC.A. LAWRENCE 
 HOTEL 
 
 WEST 
 
 COPrWlCMT HAinri PHOTO CO COmmCAut o 
 
 PANORAMA or ERIE NORTH OF L. S. & M. S R R TRACKS-OWING PROBABLE SITES FOR NEW UNION DEPOT. GRADE CROSSINGS NECESSARY TO ELIMINATE. STATE STREET .00 FEET WIDE NOW OBSTRUCTED WITH L 
 
 GATEWAY. AT PERRY SQUARE OF THE CIVIC CENTER. AT I4TH STREET OF THE RAILROAD GATEWAY AND BY REGULATION OF BUILDING «S 
 
 rOPTRIOMT HAINrS PHOTO CO. CONNFAUT. O. 
 
 COMPARE THE PRESENT USE OF THE WATER FRONT WITH THE OBO^f ! DEVELOPMENT PROPOSED IN THIS 
 
 PANORAMA OF ERIE WATER FRONT FROM STATE STREET EAST TO 
 SOUTH 
 
STREETS 
 
 31 
 
 Closely dependent upon the streets are the facilities for transportation, both 
 of passengers and of freight. This matter of transportation is of such great im- 
 portance in a city plan and its betterment requires so much special technical knowl- 
 edge and experience that the City Planning Committee engaged Mr. E- P- Good- 
 rich, consulting engineer of New York City, to report upon it. That report is 
 appended hereto in full. Mr Goodrich pointed out that the prosperity of a city 
 like Erie depends to a very large degree on its transportation facilities and the 
 efficiency with which they are used, improved and extended. This relationship 
 between transportation and prosperity is of course true of all kinds of transporta- 
 tion. But it holds particularly with respect to a city's local passenger service. 
 It appears that the prosperity of Erie is about to be checked unless the inadequacy 
 of- its present local 
 trolley system is 
 ptomptly overcome. 
 The street car system 
 has not kept pace with 
 the growth of the city. 
 In nearly every direc- 
 tion Erie is now built 
 up to the end of the 
 local trolley lines and 
 in some sections well 
 beyond that. Unless 
 the present lines are 
 extended and new lines 
 established the. lateral 
 growth of the city is 
 going to stop and the 
 growth will be up into 
 the air through the 
 construction of flats and tenements, 
 with all its unfavorable effects.* 
 
 In connection with the street systems, it is furthermore to be noted that the 
 general plan contemplates an emphasis on industrial development to the east of 
 the city and residential development to the west of the city. So far as it could be 
 done without great inconvenience to main transportation and traffic ways, the 
 property to the east of the city has been left in large blocks of a variety of sizes 
 suitable for industrial use. The fact that the prevailing winds are from the west 
 would make this division between an industrial zone and residential zone advan- 
 tageous. While industries, at the present time, are located rather indiscriminately, 
 in all sections of Erie, there is a strong tendency to prefer a situation east of the 
 city. The big General Electric plant is located there. 
 
 *For a discussion of the effect of transportation facilities upon the cost of living, see article on "City Planning 
 and ^Distribution Costs," by F. Van Z. Lane and John Nolen, in the "Annals of the American Academy of Po- 
 litical and Social Science" for November, 1913. 
 
 Sixth Street West — From Perry Square, Erie 
 
 The result will be a congestion of population 
 
32 
 
 GREATER ERIE 
 
 One of the most important matters for the committee to consider is the 
 control of the laying-out and use of property beyond the city limits. The 
 great evil and waste resulting from the fact that the development of private prop- 
 erty outside the city limits is dependent entirely upon private owners is an im- 
 portant subject for consideration from the point of view of railroads, factories, 
 farms, homes, etc., etc. The unfavorable results fall not only upon the general 
 public, but also upon these various owners themselves. 
 
 Streets in a modern city represent improvements not only on the surface, 
 but also overhead and underground. Therefore a permanent city plan commis- 
 sion will give proper consideration to the elimination of unnecessary poles, to the 
 construction and maintenance of a suitable conduit system for underground 
 wires, and to the proper location of sewers in convenient relation to streets and 
 other improvements. Many similar matters, which although only the details of 
 city planning, are nevertheless of great importance, have been omitted because 
 it is not possible to make the present report cover everything. In this class 
 would be included public comfort stations, shelters for use in connection with the 
 car service, drinking fountains, monuments, etc., etc. All these matters have 
 been before the committee for discussion, and their importance is fully appre- 
 ciated. 
 
 Bulow Strasse, Berlin, Germany Beacon Street, Brookline, Mass. 
 
 Both showing good treatment op wide street with car line and good Planting 
 
 SPECIFIC RECOMMENDATIONS 
 
 The following definite recommendations, in connection with the subject of 
 streets, are submitted for consideration. So far as possible the proposed changes 
 are shown on the General Plan. 
 
 Within the Present City Limits 
 
 1. It is recommended that State Street be given more interest and emphasis 
 by the development of the Public Landing at its water front end, by the improve- 
 ment of Perry Square at Sixth Street, and by the proposed development of the new 
 Union Station at 14th and 15th Streets. 
 
STREETS 
 
 33 
 
 2. That the following streets be improved by an appropriate treatment of 
 their terminations : 
 
 Parade Street at 28th Street where it divides, one section being French 
 
 Road and the other Wattsburg Road. 
 East Tenth Street at Franklin Avenue (Fagan Road.) 
 East Twelfth Street at Franklin Avenue (Fagan Road.) 
 East Twelfth Street at Twelfth Street Square, formed at its intersection 
 
 with East Avenue. 
 
 3. That the following streets within the present city limits be extended: 
 
 East Avenue and Parade Street to docks. 
 State Street to docks (higher level) . 
 Chestnut Street and Liberty Street to docks. 
 
 Improvement of East 
 Avenue connection 
 over railroad tracks. 
 
 Connection of Fourth 
 Street with way to 
 docks. 
 
 Wayne Street with 
 way to docks. 
 
 Hess Street over 
 tracks to Brandes 
 Street. 
 
 Minor extensions 
 and connections on the 
 present lines. 
 
 4. That the following 
 streets within present 
 city limits be widened: 
 
 Peach Street. 
 
 French Street. 
 
 Ash Street. 
 
 Sassafras and Holland Streets (to 84 feet.) 
 
 Chestnut Street (to 84 feet.) 
 
 18th Street from State Street to Buffalo Road (with new bridge over 
 
 tracks.) 
 19th Street from Peach Street to Brown's Avenue. 
 Brown's Avenue. 
 
 5. That, so far as possible, all streets be eliminated or vacated that are bad 
 because of very steep grades, dangerous railroad crossings, or a very poor division 
 
 into blocks. 
 
 Outlying Streets 
 
 6. That the following streets beyond the present city limits be extended, 
 widened or otherwise improved as indicated: 
 
 West 10th Boulevard, West from Cherry Street, Erie 
 
34 
 
 GREATER ERIE 
 
 Radial and Diagonal. 
 
 Widening of East Lake Road and new diagonal east from Four Mile 
 
 Creek. 
 Widening and extension of Warfel Avenue (then by Cooper Mill Road.) 
 Widening of Ar buckle Road and connection with Railroad Street. 
 Widening of Wattsburg Road. 
 
 Widening of Old French Road and connection over Mill Creek. 
 Widening of Edinboro Road. 
 
 Extension of Brown's Avenue. 
 
 Boulevard Raspail, Paris. The last building in 
 the line of opening from rue de grenelle 
 
 an illustration of the customary method of 
 widening streets by fixing a new building 
 line to which all newly erected buildings 
 must conform. this method has been used ex- 
 tensively in europe, and has been applied with 
 success in a number of american cities, nota- 
 bly, philadelphia. it is the method recom- 
 mended for the widening of some of erie's 
 important business streets 
 
 Diagonals from junction of 21st Street 
 
 and Pittsburgh Avenue. 
 Various short diagonal connections. 
 
 East and West Streets. 
 
 East Lake Road Improvement. 
 
 West 8th Street from city line west to 
 Waldameer (later on the widening 
 might be extended to State Street.) 
 
 Tenth Street extension and improve- 
 ment. 
 
 Twelfth Street improvement. 
 
 Intercepting road parallel to tracks 
 from East Avenue to Adams Road. 
 
 Buffalo Road widened. 
 
 Ridge Road (26th Street) extended 
 from Adams Road to Colt's Station 
 Road and widened throughout its 
 entire length. 
 
 Extension of street south of city limits 
 to Colt's Station Road. 
 
 Cooper Mill Road Improvement. 
 
 New Road, Glenwood Park to Eastside 
 Circus. 
 
 Connecting up of roads south of Belt 
 Line Railroad. 
 
 On west side new streets every one- 
 fourth to one-third mile apart, tying 
 up existing streets. 
 
 Extension of Twelfth Street. 
 
 Extension of Eighth Street. 
 
 Extension of Sixth Street. 
 
 Widening of West Lake Road. 
 
STREETS 
 
 35 
 
 North and South Streets. 
 
 Lee Road extended and widened. 
 
 Colt's Station Road and Crowley Road widened and connected up. 
 
 Adams Street extension to Belle Valley. 
 
 East Avenue improvement and extension. 
 
 Ash Street extended and connected up. 
 
 Old French Road widened, extended and connected by diagonals with 
 
 French Street and State Street Square. 
 Cascade Street extended by City of Erie Forest. 
 Green Garden Road and Pittsburgh Avenue extended. 
 On west side new roads approximately every half mile apart, tying up 
 
 all existing streets. 
 
 View Showing Good Treatment of Separation of Grades Where Wade Park Avenue Crosses 
 Over the Boulevard in Rockefeller Park, Cleveland, Ohio 
 
 H TRUTH NOT TO BE OVERLOOKED 
 
 "Tt\ose vJl\o refuse irqproverr\erit because it is 
 INNOYHTION, "Will or\e day, be compelled to 
 accept innovation, WHEN IT HHS CEHSED TO 
 BE IMPROVEMENT " 
 
36 
 
 GREATER ERIE 
 
 RAILROADS: 
 THE FRAMEWORK OF THE CITY PLAN 
 
 There is little doubt that the thousands or even hundreds 
 of thousands of dollars of expenditures which may be incurred 
 by States and municipalities within the next few years, for 
 the purpose of intelligent and thorough analysis of the railroad 
 problem, will return many fold to coming generations, who 
 instead of wondering at the lack of foresight of their progeni- 
 tors in allowing development along lines of least resistance, 
 will commend the judgment of those who, foreseeing the needs 
 of the future, provided for the laying down of an ultimate 
 and enduring system of terminal transportation for the better- 
 ment of the commercial and housing interests of the commun- 
 ity, and the general welfare of the inhabitants. 
 
 GEORGE R. WADSWORTH, 
 
 Consulting Engineer to Metropolitan 
 Improvements Commission, Boston. 
 
EXISTING CONDITIONS 
 
 HE building of steam railroads in Erie dates from about 1850. 
 There are now five railroads in the city, viz. : Lake Shore & 
 Michigan Southern; Philadelphia & Erie; Pittsburgh, Bessemer 
 & Lake Erie; New York, Chicago & St. Louis; and Erie & 
 Pittsburgh. They occupy four general locations — the line of 
 Fourteenth and Fifteenth Streets, the line of Nineteenth Street, the west half of 
 Twelfth Street and the Water Front immediately in front of the city. Connec- 
 tions from Fourteenth and Nineteenth Streets to the water front are made at the 
 east and west ends of the old city, traversing in the main, the valleys of small 
 streams. These connections at the water front are not adequate or convenient 
 and are now monopolized by the Philadelphia & Erie and the Erie & Pittsburgh, 
 which are a part of the Pennsylvania Railroad system. The so-called Union Pas- 
 senger Station is located in the block between Fourteenth and Fifteenth Streets 
 and between Peach and Sassafras Streets. The building dates from 1864. It is 
 antiquated and outgrown. Other passenger stations are located as follows: New 
 York, Chicago & St. Louis at the corner of Nineteenth and Holland Streets; and 
 the Pittsburgh, Bessemer & Lake Erie, on the south side of Twelfth between 
 Peach and Sassafras Streets. 
 
 Freight Depots are located as follows: Lake Shore & Michigan Southern on 
 Sassafras Street opposite Fourteenth Street; New York, Chicago & St. Louis on 
 Nineteenth Street between German and Parade Streets; Pennsylvania Railroad, 
 Philadelphia & Erie yard, on Sixteenth Street opposite Wallace Street; Erie & 
 Pittsburgh, on Sassafras opposite Thirteenth Street; Pittsburgh, Bessemer & Lake 
 Erie on Twelfth Street, between Peach and Sassafras Streets. 
 
 The principal freight yards are located as follows: Lake Shore & Michigan 
 Southern, (1) City limit east to the General Electric Works, between Fifteenth 
 and Sixteenth Streets extended; (2) Holland and Parade Streets on Fifteenth 
 Street; (3) Poplar to Sassafras Streets between Thirteenth and Fourteenth Streets; 
 The New York, Chicago & St. Louis, (1) Nineteenth Street, Holland and Parade 
 Streets; Philadelphia & Erie shops, Fifteenth and Eighteenth Streets, Ash Street 
 and East Avenue, (1) Buffalo Road, between Warfel Avenue and Railroad Street; 
 (2) East of Arbuckle Road; (3) Present water front East end; Pennsylvania Rail- 
 
38 
 
 GREATER ERIE 
 
 Copyright Detroit Pub. Co. UNION STATION, PORTLAND, ME. 
 
 A GOOD EXAMPLE OF A UNION STATION IN AN AMERICAN CITY ABOUT THE SAME SIZE AS ERIE. IT IS TO BE 
 COMMENDED PARTICULARLY FOR THE LIBERAL AND ATTRACTIVE TREATMENT OF THE PLAZA, 
 SURROUNDINGS AND APPROACHES TO BUILDINGS 
 
 road, Sixteenth Street, Parade and Ash; Erie & Pittsburgh Road, (1) Pittsburgh 
 Avenue and Green Garden; (2) Chestnut to Sassafras Streets between Twelfth 
 and Fourteenth Streets; (3) Water front, west end; Pittsburgh, Bessemer & Lake 
 Erie, Green Garden. 
 
 The shops of the Philadelphia & Erie are in the neighborhood of Wayne 
 Street from Fourteenth to Eighteenth Streets. With the exception of State, 
 French, and Ash Streets, where the roadway goes under the railroads, all crossings 
 are at grade. Buffalo Road goes over Philadelphia & Erie. The tracks are to be 
 raised at Liberty Street so as to permit the street to go under. 
 
 GENERAL RECOMMENDATIONS 
 
 The principal recommendations for the improvement of railroad facilities in 
 Erie, so far as city planning goes, are as follows: 
 The gradual abolition of all grade crossings. 
 
 The concentration of tracks on the line of Fourteenth and Fifteenth Streets. 
 The proper location and construction of a new Union Station. 
 The radical re-arrangement of tracks along the water front. 
 The organization and construction of a Belt Line Railroad. 
 
RAILROADS 
 
 39 
 
 m 
 
 The adoption of a policy for the removal, so far as possible, of freight, storage 
 and switching yards from the center of the city to the more open country be- 
 yond. 
 
 With the exception of State, French and Ash Streets where the streets go 
 under the railroads, and Buffalo Road where the street goes over, all the railroad 
 crossings in Erie are at grade. Plans have been approved, however, for the sep- 
 aration of grades at Liberty Street by putting the street in subway under the 
 tracks.* 
 
 The topography of Brie and the established grades of the railroads are such 
 that I favor the general elevation of the railroads throughout the city, the streets 
 going under, except on the water front where the streets should go over the 
 tracks. It is import- 
 ant, however, that the 
 railroads should be re- 
 quired to raise their 
 tracks sufficiently high 
 to make these changes 
 in a desirable way, and 
 that adequate street 
 width should be se- 
 cured. The Ash Street 
 separation of grades, 
 for example, is not sat- 
 isfactory. 
 
 As rapidly as possible 
 negotiations should be 
 made for the separa- 
 tion of all grades in 
 the built-up areas, 
 without as well as 
 within the city limits. 
 Such action, will be 
 
 greatly facilitated by the new Public Service Company Law of Pennsylvania, 
 quoted on page 145. Massachusetts, New Jersey and New York have such laws.f 
 
 It would be better for Erie, and probably better in the long run for the rail- 
 roads also, if they had a general location farther south. A shift now, however, 
 would be difficult if not impossible, on account of the large amount of capital 
 invested and the industrial developments which have established themselves 
 
 WiiZiil 
 
 
 Brussels — Passenger Station 
 A passenger station with adequate provision of paved plaza in 
 
 FRONT OF THE STATION FOR THE USE OF AUTOMOBILES AND 
 
 OTHER VEHICLES NEEDED TO PROVIDE THE FACILITIES 
 
 NECESSARY FOR PUBLIC CONVENIENCE 
 
 *The terms for these changes are published on page 147. 
 
 t Under the Massachusetts law, passed in 1890, provision is made for the gradual abolition of all grade cross- 
 ings in the Commonwealth, by a system which makes an equitable division of the expense among the parties 
 interested. The division varies somewhat in different cases, but, as a rule, the railroad company pays 65 per 
 cent., the State 25 per cent., and the city or town 10 per cent. Over a hundred and fifty grade crossings have 
 been eliminated under this law at a cost of over twenty-five million dollars. 
 
40 
 
 GREATER ERIE 
 
RAILROADS 
 
 41 
 
42 
 
 GREATER ERIE 
 
 along the present railroad lines. It would be possible, however, and better to 
 take steps for the future removal of all railroad tracks from Twelfth and Nine- 
 teenth Streets and their concentration on the line of Fourteenth and Fifteenth 
 Streets. The tracks on Twelfth and Nineteenth Streets will become an increas- 
 ing disturbance with the growth of the city. Now is the time to plan for their 
 removal. 
 
 I have reviewed the various reports and opinions upon the location of the 
 proposed Union Depot and examined the surroundings of the present depot. The 
 location that I should favor, provided sufficient ground could be obtained, would 
 
 St't^Ar 
 
 U 'f 
 
 gg|MttgigwH 
 
 
 A Local Suggestion for a Union Passenger Station at Erie 
 
 Mr. HAROLD CODY, SON OF ARCHITECT C. PAXTON CODY, TOOK FOR HIS THESIS WHEN GRADUATING FROM THE 
 UNIVERSITY OF PENNSYLVANIA, THE SUBJECT, "ERIE'S CITY PLAN," AND HOW IT COULD BE IMPROVED, ILLUSTRATED 
 BY DRAWINGS. In THIS THESIS HE USED THE SUGGESTION OF HIS FATHER, THAT THE UNION STATION OR TRAFFIC 
 GATE OF THE CITY SHOULD BE ASTRIDE STATE STREET, WITH WAITING ROOM DIRECTLY OVER THE STREET AND 
 TRACKS SUFFICIENTLY ELEVATED SO THAT PASSENGERS ENTERING OR ALIGHTING COULD PASS UNDER THE TRACKS 
 TO THEIR TRAINS FROM AND TO THE WAITING ROOM DIRECT. ThE ABOVE PERSPECTIVE SHOWS THE MAIN BUILDING 
 FOR GENERAL STATION AND RAILROAD OFFICES WITH LOWER WINGS EXTENDINC EAST AND WEST, WHILE THE 
 GROUND STORY OR BASE OF THE BUILDING EXTENDS FROM FRENCH TO PEACH STREETS, THE WEST WING OF WHICH 
 IS INTENDED AS A TROLLEY STATION AT WHICH IT WAS SUGGESTED THAT ALL SUBURBAN CARS WOULD INTERLOOP 
 UNDER COVER WITH THE MAIN LINES OF THE CITY CARS; THE EAST WING TO BE USED FOR BAGGAGE AND EXPRESS 
 SERVICE. 
 
 THE SUGGESTION IS THAT STATE STREET SHOULD BE WIDENED AT THIS POINT WITH SOME PARKING ON BOTH 
 THE NORTH AND SOUTH APPROACHES, THE BUILDING TO SPAN THE WIDENED THOROUGHFARE WITH THREE ARCHES, 
 THE CENTER TO BE USED FOR THROUGH TRAFFIC AND THROUGH CITY CARS NORTH AND SOUTH, WHILE FROM EACH 
 SIDE ARCH EASY STEPS LEAD UP THROUGH TO A LARGE VAULTED WAITING ROOM, MAKING A BEAUTIFUL ENTRANCE 
 AT EACH END OF THE LARGE ROOM. HE ALSO SUGGESTED AS AN AFTER THOUGHT THAT IN PLACE OF THE OUTSIDE 
 MONUMENTAL STAIRCASES, OR SUPPLEMENTARY THERETO, A DRIVEWAY LEAD UP ACROSS NORTH FRONT OF BUILDING 
 RISING BOTH FROM FRENCH AND PEACH STREETS WITH EASY GRADE TO LEVEL OF WAITING ROOM, WHERE A LARGE 
 MARQUISE WOULD PROVIDE A SHELTERED ENTRANCE FROM VEHICLES TO STATION, DIRECT TO WAITING ROOM. 
 
RAI LROADS 
 
 43 
 
 be directly across State Street, between Fourteenth and Fifteenth Streets, or, if 
 that is not practicable, then immediately west of State Street in the same block. 
 Wherever the depot is located, care should be taken to link up and connect with it 
 the street car lines in the most convenient way possible, and to provide ample 
 plaza and open space around the building to take care of the traffic connected with 
 a railroad terminal and to render the surroundings sightly as well as serviceable. 
 
 At the present time the Erie water front is reached only by the Philadelphia 
 & Erie Railroad and the Erie & Pittsburgh Railroad, which are a part of the Penn- 
 sylvania Railroad System. The result is that rail and water transportation are 
 in no sense effectively linked up and Erie loses one of its greatest opportunities 
 for commercial and industrial prosperity. The present situation on Erie's water 
 front is both uneconomical and unsightly and should not be allowed to continue. 
 The plans submitted with this report provide for a wide right of way, immediately 
 back of the docks and piers which would be open for the use of all the railroads 
 now entering Erie and all the railroads that may enter in the future. Nothing is 
 more vital to the city's commercial development and increase of wealth. Further 
 reference will be made to this subject in the discussion of plans for the improve- 
 ment of the "Water Front." 
 
 Closely related to the linking up of rail and water transportation in Erie is 
 the construction of a "Belt Line." The primary purpose of the Belt Line Rail- 
 way would be to furnish direct and economical connection for the transfer of goods 
 from factory to railroad, from one railroad to another, from railroad to ship, and 
 from ship to railroad. The Belt Line has been given a definite location on the 
 General Plan, but this location is subject to re-study, re-consideration and change. 
 In fixing upon the best location, all the connections referred to above must be 
 taken into account; also grades and the cost of land or right-of-way. The neces- 
 sary surveys are not now available. With the increase of business and popula- 
 tion in Erie, the Belt Line may be shifted or extended to meet the new demands 
 upon it. 
 
 A Belt Line for Industrial use is no new idea. Among other cities having 
 such railways may be mentioned Cleveland, Buffalo, Detroit, Duluth, Milwaukee 
 and Chicago. In fact, Erie is the only large city on the Great Lakes that has 
 not now a Belt Line Railway. 
 
 The construction of a Belt Line Railroad would likewise facilitate the proposed 
 removal of freight, storage and switching yards from the center of the city to the 
 more open country beyond. The advantages of these changes, which could be 
 carried out gradually as opportunity offers, would be very great. They would 
 release land in the city which is now or will become later more valuable for other 
 purposes; they would give the railroads the additional space required for freight 
 and storage; they would save time and lower taxes. 
 
44 
 
 GREATER ERIE 
 
 SPECIAL RECOMMENDATIONS 
 
 The report of Mr. Henry C. Long on the Commercial Development of Erie, 
 which was prepared for the City Plan Committee and which is herewith submit- 
 ted, contains the following specific recommendations with regard to the Railroads 
 of Erie: 
 
 (1) That the City of Erie own or control all railroad terminals in Erie. 
 
 (2) That the City of Erie own or control a Belt Line Industrial Railway, 
 giving equal facilities to all railroads, business men and manufacturers. 
 
 (3) That a movement be inaugurated to make the City of Erie the terminal 
 of the Erie Railroad System from Erie to the sea coast. 
 
 (4) That Erie work for direct railroad connections with tidewater ports over 
 the Erie Railroad, the Pennsylvania Railroad and the Baltimore & Ohio Systems. 
 
 (5) That an adequate interurban trolley freight and passenger station be 
 located in the central section of the city. 
 
 (6) That the tracks of the railroads passing through Erie be depressed, 
 the streets going overhead. 
 
 In all these recommendations, I concur, with the exception of the depression 
 of the railroad tracks. As already stated I believe it would be better to raise 
 them. 
 
 Nickle Plate Passenger Station, Erie 
 
SMOKE ABATEMENT 
 
 45 
 
 A VIEW INDICATING THAT ERIE IN COMMON WITH MOST CITIES SUFFERS BECAUSE OF LACK OF ADEQUATE 
 
 MEASURES TO ABATE SMOKE 
 
 THE PROBLEM AND ITS SOLUTION 
 
 The burning of coal without smoke is a problem that concerns everyone directly, because of 
 the advantages of smokeless combustion in the way of economies derived not only by the con- 
 sumer, but by the general public upon whom the smoke nuisance is afflicted. In addition, smoke 
 abatement is a factor in conserving the fuel, resources of the world. 
 
 The fact has been established that not only bituminous coals high in volatile matter can be 
 burned without smoke, but also that large plants carrying loads that fluctuate widely, where boilers 
 over banked fires must be put into service quickly, and fires forced to the capacity of their units, 
 can be operated without producing smoke that is objectionable. Proper equipment, efficient 
 labor, and intelligent supervision are the necessary factors. 
 
 With the knowledge that smoke can be prevented, there has come an increasing demand from 
 the people of the large cities that it shall not be allowed to pollute the atmosphere. As a result 
 of the demands of the public the ordinances of some of these cities require that all new plants be 
 equipped properly and that old ones be remodeled within a reasonable time. 
 
 It is recommended by the Department of the Interior, Bureau of Mines, that in order to im- 
 prove conditions a record of all equipment, furnaces and locomotives be made, and that improve- 
 ments, methods of operation, and the kinds of coal used be made a special study. It is only by 
 such systematic methods that the local problem can be solved. 
 
 The personal element is the most difficult obstacle to overcome in the fight against smoke. 
 Study of the requirements and a desire to obtain good results on the part of the firemen will do 
 more to clear the air in our city than any other one influence. 
 
46 
 
 GREATER ERIE 
 
 THE GREAT LAKES* 
 
 No carmori-bristlirig squadrons ride at rest 
 
 Within gun-sheltered ^arbors on tnese Lakes; 
 Here but tl|e urgency of Con\rr\erce "Wakes 
 
 Ttie cloveri-^aves to song, ^iit\\ Keels deep-pressed 
 
 Irito ttieir bosorris; nurrying east arid -West, 
 
 Trade's rnyriad-flagged Hrn\ada rie'er forsakes 
 Tnese seas at Desolation's nest, but n\akes 
 
 R fruitful r(igf|^ay of tr\eir neutral breast 
 
 Hamburg has a superb equipment, partly the gift of nature, 
 partly of her own creation. She uses this equipment in the most 
 scientific and efficient manner to enhance her own prosperity, 
 but still more to further the development of the country she serves. 
 The Germany of to-day is unthinkable without Hamburg, which 
 is the symbol of German persistance, thoroughness, care of details, 
 appreciation of opportunity and nice adaptation of the means to 
 the end in view. The equipment of the port and the use of that 
 equipment have been made under conditions similar to our own. 
 Therefore a study of the port of Hamburg has more than the 
 theoretical interest that attaches to a consideration of the construc- 
 tion and operation of any perfect thing. It has the practical 
 interest that follows those achievements which show us the way to 
 the removal of our own imperfections. 
 
 "THE PORT OF HAMBURG" 
 
 Edwin J. Clapp. 
 
 *By agreement between the United States and Great Britain these waters are free from warships and other 
 hostile activities by both nations. 
 
EXISTING CONDITIONS 
 
 ONSIDERING the opportunity, the existing conditions on 
 the Brie water front are decidedly unsatisfactory.' The 
 harbor is naturally the finest for commerce on the Great 
 Lakes because of its size, depth of water and protection by 
 the peninsula/ Yet at present the arrangement of piers and docks is chaotic 
 and wasteful and such very meagre facilities as exist are owned or controlled by 
 the Pennsylvania Railroad System.' ' The whole development is cheap and dis- 
 orderly and appears to tend to become more so.' There is a large Public Landing 
 at the foot of State Street, 100 feet wide and 550 feet long. It was built by the 
 State of Pennsylvania in 1909 at a cost of $150,000. The city owns none of its 
 water front, except the street ends, the waterworks property and some undevel- 
 oped land and water lots at the east end of the Harbor. 
 
 The recent findings of the Interstate Commerce Commission, in connection 
 with the investigation of the New York, New Haven & Hartford Railroad System, 
 have a bearing upon the Pennsylvania Railroad System as it effects Erie. The 
 Interstate Commerce Commission held that the financial operations of the New 
 Haven system in carrying out its policy of consolidation and control of all trans- 
 portation lines have been wasteful, complex, and confusing; that to remedy the 
 evils, injurious both to the public and the investor, which have grown out of this 
 policy of monopolizing transportation at all hazards, the New Haven System 
 should divest itself of its trolley lines and its steamship lines ; and that every inter- 
 state railway should be prohibited from spending money or acquiring property 
 except in the legitimate operation, improvement, or development of the railway 
 itself. Such findings as these should be a warning to the railroads throughout 
 the United States and encourage cities like Erie in their desire to own or control 
 
 their own water-fronts. 
 i 
 n^ The provisions on the water front for recreation and pleasure are no better 
 
 than those for commerce. It is true that the city owns a narrow, irregular strip, 
 
 known as Lakeside Park, but this is inadequate in extent, illogical in boundaries 
 
 and only partly developed. There is also a small park in connection with the 
 
 pumping station of the Water Works. Except the Yacht Club, some shack-like 
 
 boat-houses, and a small swimming pool, no proper provision has been made by 
 
4S 
 
 GREATER ERIE 
 
 ^yon^QS / J rft 
 
WATER FRONT 
 
 49 
 
 
 /- -4- '" r a i c x. &*MH 
 
 A T/ZACKO 
 
 I Ofc & A Bl-V /ifti 
 
 D,/te* /<~* 
 
 City of Efiie, 
 
 xSrc/av for. Harbor. Dsi/SLaFAiEMT- 
 
 3c At. £ /oo''/ " 
 /9/3 
 
 public authority or private enterprise for the 
 enjoyment of boating and swimming by the 
 people of Erie. This represents a loss of one 
 of the great natural advantages of the city, 
 which ought to be used to place Erie ahead 
 of cities without a water frontage. 
 
 ^ 
 
 GENERAL RECOMMENDATIONS 
 
 v i ' The great hope of Erie for the future is 
 its water front. At present, however, the 
 water front and harbor of Erie contribute very 
 little indeed to the business development of 
 the city or to the pleasure of its citizens. 
 Why is this? The existing conditions are due 
 first to the entire lack of any good planning 
 of a comprehensive character, and secondly to 
 the fact that the private owners of the water 
 front appear to take little or no interest in its 
 development. 
 
 One of Erie's greatest temptations is to 
 continue to depend upon the advantages of 
 its "natural harbor." An authority on docks 
 and harbor improvements has recently writ- 
 ten on this point as follows: 
 
 "The principal purpose of a harbor is to 
 furnish a means of transference of freight be- 
 tween inland and seagoing carriers. The har- 
 bor which affords the cheapest and most ex- 
 peditious means of transference will attract 
 the greatest patronage, provided its location 
 is not such as to be a handicap. Vessels do 
 not seek so much a spacious harbor as they do 
 one in which they may quickly discharge their 
 cargoes and reload at small expense. Hence 
 a city, by the erection of a breakwater, the dredg- 
 ing of a creek or river and the construction of 
 modern docks laid with railroad tracks, permit- 
 ting cars to be brought alongside the vessels and 
 fitted with the latest facilities and mechanisms 
 for loading and unloading, will be in a more 
 advantageous position than a city in which the 
 natural harbor is better, but in which modern 
 systems have not been installed. 
 
 ( i 
 
.-><) 
 
 GREATER ERIE 
 
 Harbor Front at foot of Walnut Street — Typical of the unsightly development and disorderly' use 
 
 of Erie's water front brought about by individual exploitation. Under proper 
 
 municipal control all the people could have access to the facilities afforded 
 
 by the water front for recreation as well as business, and many 
 
 economies would result from such city control and development 
 
 "The commerce of a maritime city is composed of freight handled by inland 
 carriers, such as railroads, lake steamers, canal boats and other forms of trans- 
 portation, and coastwise and overseas freight, and, in addition, the products of 
 its own factories. 
 
 "The arriving freight is for four principal purposes: immediate trans-ship-' 
 ment, storage for later shipment, material for the city's manufactures, or goods 
 for consumption in the city itself. The facilities of the city should, therefore, be 
 planned so that the freight for each of such purposes is handled in a different 
 manner." 
 
 There is usually little or no conflict between the requirements of water frontage 
 for recreation and water frontage for commerce. This is particularly true of Brie. 
 The water frontage for both purposes, assuming the building of a suitable break- 
 water, is virtually unlimited and naturally divides itself into two main parts — 
 recreation west of the city and commerce east of the city. Natural topography, 
 depth of water, the location of railroads, the sections favored by factories, and the 
 prevailing winds — all support this division. Immediately in front of the city and 
 to the west there is ample opportunity to provide facilities for parks, pleasure 
 boating, passenger boat service and commercial development, so that each will 
 help or harmonize with the other. East of the city, there is endless opportunity 
 for industry so that each will help or harmonize with the other. 
 
 My principal recommendations are the adoption of a general plan along the 
 lines of the one submitted, and the ownership or control of the entire water front in the 
 interest of the general public. Satisfactory plans for commercial development cannot 
 be made for land owned by a large number of private parties and the overlapping plans 
 for recreation make public ownership imperative. 
 
WATER FRONT 
 
 51 
 
 Toronto is an example for Erie. The two water fronts and harbors are sur- 
 prisingly parallel in character and arrangement, as may be seen by comparing the 
 plans in this report. Up to the present time the development in both places has 
 been desultory and piecemeal. Toronto, however, has now acted. It has def- 
 initely adopted a progressive policy of harbor development. The matter was 
 taken up by the Toronto Board of Trade and the City Council, a plan was agreed 
 upon, and the question of creating a Harbor Commission was submitted to the 
 public and approved. The result is the creation of a new Board of Harbor Com- 
 missioners with very wide powers for the development and management of the 
 Harbor of Toronto and the improvement of the city's water-front generally. 
 While the Commissioners were appointed primarily for the purpose of controlling 
 and developing the harbor proper and the adjoining industrial areas, they will 
 engage extensively also in shore protection and park making as they feel that it is 
 their duty to plan for the fullest possible development of all the property placed 
 in their charge along the lines to which each particular section is best suited. 
 The Commissioners are convinced that with the carrying out of the work projected 
 by them the Harbor of Toronto will be second to none on the Great Lakes, and 
 will be the equal of almost any harbor on either the Atlantic or Pacific coasts, 
 that proper facilities will have been provided for the encouragement of water- 
 borne traffic, and that Toronto will possess a lake front parkway and boulevard 
 drive which will not be surpassed by anything on the American continent. 
 
 The Toronto plans provide for de- 
 velopment along three lines : 
 
 (1) Industrial Development in the 
 Ashbridge Bay District and on a 
 seventeen acre area at the foot of 
 Bathurst Street. 
 
 (2) Commercial and Dock De- 
 velopment at both these points and on 
 the Central Waterfront. 
 
 (3) Park and Boulevard improve- 
 ments along the twelve miles of outer 
 waterfront from Woodbine Avenue to 
 the Humber River, with a protected 
 waterway from the Humber on the 
 west to Victoria Park on the east. 
 
 A preliminary estimate places the 
 total cost of the entire Toronto project 
 at $19,142,088.00, to be borne by the 
 Dominion Government, the City of 
 Toronto and the Commissioners, in 
 
 ,. . Lake Shore, Erie looking west from extension 
 
 proportions, varying according to the of Franklin avenue 
 
52 
 
 GREATER ERIE 
 
 object of the different works: 
 can be carried to completion 
 
 Tracy Point — Erie Harbor 
 
 The engineer has estimated that the entire work 
 within eight years from the commencement of 
 active operations, and this estimate 
 has been based on such conservative 
 figures that the Commissioners believe 
 it will not be exceeded* 
 
 The progress of the various States 
 in this country in water front develop- 
 ment has recently been summarized in 
 an official report by Frederick L. Ford 
 to the Connecticut River and Harbors 
 Commission, some passages from that 
 report with its recommendations are 
 submitted as of special interest to Frie 
 and the State of Pennsylvania at the 
 present time.f 
 
 THE UNITED STATES 
 
 The last few years have witnessed a tremendous awakening to the possibili- 
 ties of the nation's 26,226 miles of navigable rivers and to the development of the 
 harbors upon our coasts. This movement has created a widespread interest in 
 what can be attained in the United States by the proper development of our 
 natural waterways and has led to the projection of many plans of magnitude, 
 some of which are in embryo and others are near fulfilment. Many States have 
 provided for commissions to investi- 
 gate conditions as Connecticut has 
 done, but the movement has not been 
 of long enough standing to allow the 
 various States to enact legislation 
 which would be a sufficient guide to 
 follow; hence, it is for Connecticut, in 
 a degree, to be first in laying a founda- 
 tion for a code of laws covering its 
 waterways that will be a model for 
 other States to follow. 
 
 The State of New York is at 
 present constructing a barge canal with 
 a draft of twelve feet from Waterford 
 on the Hudson to Tonawanda on the 
 Niagara. For this immense undertaking the State has appropriated $101,000,000. 
 
 *Contracts have been awarded already for $11,000,000, covering breakwater and filling, to the Canadian 
 Stewart Company. 
 
 fAdditional extracts from Mr. Ford's report on representative European ports are given in the Appendices 
 page 239. 
 
 Pond at Waldameer— On Lake Front, Erie 
 
WATER FRONT 
 
 ',:■; 
 
 
 Dusseldorf Water Front* 
 
 Up to December 1st, 1910, seventy-one contracts have been let for various 
 sections, aggregating $67,639,651, and a total of $25,167,084 worth of work has 
 
 been completed. These contracts were 
 
 estimated to cost $69,537,176 in 1903; 
 
 7%w\ ks-. hence, notwithstanding the increased 
 
 cost of labor and material, a saving of 
 nearly $2,000,000 has been made for 
 the State by the "Department of the 
 State Engineer and Surveyor." An 
 8^ff^^SSBte4««<fcii — ^"^ — interesting matter to note in regard to 
 
 '"' " """ this great work, is the fact that to 
 
 date on all claims filed in connection 
 with barge canal improvements, aggre- 
 gating $4,955,715, awards only of 
 $418,525 or 8.4 per cent, have been 
 allowed by the courts. There is also 
 under construction a canal, known as 
 the Oswego Canal, from Syracuse to Lake Ontario, and another, the Champlain 
 Canal, from Waterford on the Hudson to Whitehall on Lake Champlain. It is 
 expected that the Champlain Canal will be ready for use in the spring of 1913, 
 and the combined Oswego and Erie Canals from Oswego to Troy will be in oper- 
 ation in the spring of 1914, and to Buffalo by the spring of 1915. The State of 
 New York has also authorized the extension to the south of the Cayuga and 
 Seneca Canal at a cost of $9,000,000. 
 
 The completion of these canals is bound to facilitate the movement of bulk 
 freight and greatly reduce the cost of transportation. It will be possible for a 
 1,000-ton barge to load at any Con- 
 necticut port where twelve feet of 
 water is available, and reach cities 
 along the Mohawk Valley, on the Great 
 Lakes, the St. Lawrence River and 
 Lake Champlain. 
 
 Illinois has appropriated 
 $20,000,000 for a canal across the 
 State from Lake Michigan to the 
 Mississippi. 
 
 New Jersey, through its Inland 
 Waterways Commission, is building a 
 canal from Cape May to Bay Head, to 
 cost $300,000, and is asking for an ap- 
 propriation at the present session of the legislature to purchase a right of way 
 
 Characteristic of the orderly commercial development of European water fronts, combined with the pre- 
 servation of their use for the common welfare. Note that in Vienna car lines are underneath the boulevard. 
 
 Vienna — Franz Josefs Quai — Danube Canal* 
 
54 
 
 GREATER ERIE 
 
 across the State for a ship canal 25 feet deep, from the Raritan Bay to the Dela- 
 ware River. The building of this thirty-one mile canal would save one hundred 
 and eighty-four miles over the present route by water between New York and 
 Philadelphia, and allow the transportation of freight in a class of vessels of much 
 cheaper construction, also reduce the cost of insurance about two-thirds. 
 
 Nearer home, we find that the State of Rhode Island has recently appro- 
 priated $500,000 for the improvement of Narragansett Bay and Providence River. 
 The Government has duplicated the amount and Providence has augmented it 
 by $250,000 for improvements to its terminal facilities. Pawtucket has also voted 
 $60,000 to improve the Blackstone River, making a total of $1,310,000 for water- 
 ways in that progressive State. 
 
 At present, the Board of Engineers of the War Department is seeking 
 
 facts concerning the ad- 
 visability of building a 
 canal around Point Ju- 
 dith, and a private cor- 
 poration has a ship canal 
 from Buzzard's Bay to 
 Cape Cod Bay twenty- 
 five per cent, completed. 
 The latter project will 
 not only be of immense 
 advantage to commerce, 
 but will be, from a hu- 
 mane standpoint, the 
 greatest improvement 
 ever attained on the At- 
 lantic Coast. On Cape 
 Cod's barren reaches, one 
 thousand wrecks have oc- 
 curred since 1880, millions of dollars worth of property has gone to pieces, and 
 many a brave sailor has found a watery grave. As recently as January 10, 1911, 
 seventeen seamen perished in a fifty-mile gale on Peaked Hill bars, all of which 
 sacrifice of life would have been avoided if the Cape Cod Canal was finished. 
 
 Massachusetts has a Board of Harbor and Land Commissioners who have 
 wide and varied powers. This commission has been in existence a number of years 
 and has been a great factor in the improvement of the State's waterways. Bos- 
 ton Harbor has been the chief object of attention and at present the State, through 
 this commission, is to reclaim two thousand acres of flats and build new piers at 
 an expense of $5,000,000. The Commonwealth flats are a notable example of the 
 commission's activities. During 1910, the State leased to the New York, New 
 Haven & Hartford Railroad a large dock, built upon reclaimed lands, netting the 
 State three and one-half per cent, on the investment. 
 
 Danube and Royal Palace at Budapest 
 
 Excellent location and development op public buildings on a 
 bluff overlooking a water front 
 
WATER FRONT 
 
 55 
 
 RECOMMENDATIONS 
 
 1. We recommend the creation of the office of a "State Engineer to be filled 
 by a graduate civil engineer, who shall have general supervision over any and all 
 changes or betterments that may be projected or carried out to its rivers or harbors 
 by the State, with sufficient authority to enable him successfully to discharge the 
 duties of his office. (This commission suggests that such "State Engineer" might 
 also have direct supervision of the construction and maintenance of roads, bridges 
 or any other engineering work that the State may require) . 
 
 2. We recommend a permanent Rivers and Harbors Commission to consist 
 of three persons, to be appointed by the Governor, and that the State Engineer 
 shall work in conjunction with said commission on all matters pertaining to rivers 
 and harbors in this State. 
 
 Said commission should 
 also have authority to 
 direct the rivers and har- 
 bors work of the En- 
 gineer. 
 
 3. The Commission 
 should be invested with 
 State authority to con- 
 sult with the proper Fed- 
 eral authorities regarding 
 government expenditures 
 on the waterways of the 
 State whenever necessity 
 demands. 
 
 4. The Commission 
 should have authority to 
 direct the State Engineer 
 to survey such routes for 
 
 canals in connection with navigable waters as may seem feasible, and to prepare 
 estimates of cost as directed, but the Commission shall have no authority to con- 
 struct any canals, but shall report their findings with recommendations to the 
 legislature. 
 
 5. The Commission should confer with the municipalities and towns located 
 on waterways in the State in regard to water terminal facilities; to bring about if 
 possible better facilities for the exchange of freight between rail and water, also to 
 expedite the final distribution of such freight; and shall also promote in every 
 possible way the establishment of proper discharging facilities on municipal 
 docks. 
 
 6. The Commission recommends that a municipality or town that desires 
 to establish public wharves, shall have the right to condemn waterfront property 
 for such purpose. 
 
 Paris — South Branch of the Seine East from Pont Neuf 
 Showing use of ramps as suggested in Erie plan (page 48) 
 
WATER FRONT 
 
 57 
 
 7. The Commission recommends that a suitable office be provided in the 
 Capitol building which might also be the office of the State Engineer, where all 
 records, maps, etc., may be preserved subject to the inspection of the public. 
 
 SPECIFIC RECOMMENDATIONS 
 
 The following definite recommenda- 
 tions in connection with the water 
 front are submitted for consideration. 
 So far as possible, the proposed 
 changes are shown on the General 
 Plan: 
 
 (1) That bathing and other use 
 and enjoyment of the Lake be afforded 
 to the people of Brie through the city's 
 ownership of the following shore parks 
 or water front facilities: 
 
 East Lake Park. 
 
 East Bluff Park. 
 
 Harbor Entrance Park. 
 
 Waterworks Landing — Peninsula, Erie 
 
 Lakeside Park. 
 
 Mill Creek Park. 
 
 Cascade Creek Park. 
 
 Pleasure Bay Parkway (see Section, p. 56.) 
 
 West Lake Park. 
 
 Causeway Drive. 
 
 Recreation Piers in connection with Commercial Docks. 
 
 (2) That sites for boat clubs and harbors be secured in Pleasure Bay and 
 Misery Bay. 
 
 (3) That suitable provision be 
 made for passenger service at the State 
 Street Public Landing and at the other 
 points indicated on the General Plan 
 east and west of the city. 
 
 (4) That Presque Isle be made a 
 State Park. It is now owned mainly 
 by the Commonwealth of Pennsyl- 
 vania and is the best opportunity that 
 the State has to create a State Park 
 on the Great Lakes. The action of 
 other States — notably Michigan, Wis- 
 consin and New York, should furnish an incentive to prompt action. 
 
 (5) That the harbor of Erie be improved along the general lines of the sub- 
 mitted plan entitled "Study for Harbor Development." 
 
 Waldameer Pond — Showing Bathing Pavilion 
 on Lake Erie Beach 
 
58 
 
 GREATER ERIE 
 
 In order to bring out the possibilities and details of the water front design, 
 which is of such great importance to the future of Erie, a special sheet has been 
 prepared showing the suggested arrangement of Docks, Piers, Warehouses, Tracks, 
 etc., drawn to the scale of 100 feet to the inch. It is, as stated in the title, only 
 a "study," although it gives in a general way the details of the proposed develop- 
 ment and outlines somewhat definitely the scheme upon which to base future 
 working drawings. (See pages 48-49.) 
 
 The location chosen at which to elaborate the scheme of development is, for 
 the sake of illustration, assumed to be the extension of any one of the main north 
 and south thoroughfares that could be carried through to the water front. The 
 
 plan shows the details 
 of the main pier on the 
 axis of the street and 
 also the adjacent piers, 
 docks, approaches, etc. 
 
 At the present time 
 there is only one ade- 
 quate way to the water 
 front by team or car 
 and that is at State 
 Street. The bluff rising 
 as it does very sharply 
 to thirty feet above the 
 railroad has cut off di- 
 rect communication be- 
 tween the harbor shore 
 and the street ends on 
 the upper level. The 
 means of approach 
 shown is by way of a 
 viaduct which extends 
 on the axis of the 
 street from the upper level over the tracks and into the second story of the 
 warehouses on the piers. At right angles to the viaduct is an elevated roadway 
 running the length of the water front just back of the inshore ends of the docks; 
 this roadway would be connected with the various piers by ramps or by entering 
 directly into the second story of the warehouses. Thus there would be formed a 
 complete system of roadways connecting the piers with the city by easy grade and 
 without the danger and inconvenience attendant upon grade crossings of railroads 
 and freight yards. 
 
 From the end of the viaduct near the docks, ramps are shown leading down 
 to the freight storage yards and to the lower roadway, located directly under the 
 
 "wm±r %-^S 
 
 Beach and Summer Cottages at Glenruadh, Erie 
 
WATER FRONT 
 
 59 
 
 elevated one, and from which easy access is had to the ground floors of all ware- 
 houses and to the piers. 
 
 The viaduct, elevated roadway and ramps to the piers would all have side- 
 walks 8 feet wide which would provide safe and easy communication for pedes- 
 trians to the offices, sheds and yards located on the piers. 
 
 The trolley lines would run over the viaduct and into the warehouse where 
 would be located the trolley freight and express terminal, thus insuring quick and 
 immediate delivery of all goods arriving by water destined for the city and county. 
 
 The viaduct is shown 68 feet wide, which allows 20 feet for double trolley 
 tracks with 16 feet, or room for two lines of vehicles on either side, and two 8 foot 
 sidewalks ; the ramps down to the lower road are shown 32 feet wide, which allows 
 for four lines of wag- 
 ons — the elevated road- 
 way is shown 40 feet 
 wide with a 32-foot 
 traffic space and an 8- 
 foot sidewalk on the 
 water side; the ramps 
 to the various piers are 
 48 feet in width and 
 would have a 32-foot 
 roadway and two 8- 
 foot sidewalks. 
 
 From the foot of the 
 old bank line the land 
 is shown filled out for 
 a distance of approxi- 
 mately 400 feet, and 
 on this level land are 
 located the through 
 lines which would be 
 used in common by the 
 
 Belt Line Railroad and the other railroads to serve the water front. Here also 
 would be large freight terminals and storage yards for cars. From the main lines 
 either directly or indirectly to meet the local requirements, branch and switch 
 lines would be run on to all the wharves forming direct connection between the 
 water and rail transportation and insuring ease, facility and economy in the trans- 
 shipping of all kinds of merchandise. 
 
 The docks are shown 1,200 feet in length and approximately 204 feet in width. 
 They would be dredged to a depth of 22 feet below m. 1. w. which is the depth 
 recommended as necessary in the Chicago River to handle the larger lake boats. 
 The piers should be so built that if in the future it becomes necessary to provide 
 
 One of the Turns in the Stelvio Pass Road between Trafoi and 
 the Summit of the Pass, Austria 
 
 A suggestion for the construction of roadways along the water 
 
 FRONT WEST OF THE CITY TO PROVIDE CONNECTION AT EASY GRADE 
 
 BETWEEN THE TOP OF THE BLUFF OR UPPER LEVEL 
 
 AND THE BEACH OR LOWER LEVEL 
 
60 
 
 GREATER ERIE 
 
 for vessels of greater draft, the docks could be dredged to at least 30 feet without 
 affecting the pier foundations. At the ends of the docks either side of the general 
 pier, public landing floats with steps leading up to the pier level are shown for the 
 use of small boats from vessels anchored in the harbor or for people coming by 
 water to do business at the piers. 
 
 The General Pier would be the chief one in this section of the water front and 
 would be general in character being used for special trans-shipment, express 
 business of both electric and steam roads, storage of high grade and perishable 
 goods, and such like usages. Instead of one long warehouse extending the entire 
 length of the pier, two are shown with a wide passageway between. The ware- 
 houses would, of course, be of fire-proof construction but by dividing them a big 
 loss by fire, originating within the warehouse from spontaneous combustion, 
 explosion or general carelessness would be averted. The passageway also greatly 
 facilitates the movement of teams about the pier. 
 
 The warehouses occupy the center of the pier and thus leave space on either 
 side for railroad tracks and teams, and also for cranes and other handling ma- 
 chinery so that water freight could be loaded directly into car or wagon or swung 
 over and placed in either the first or second story of the warehouses. Through 
 the center of the warehouses would be a roadway with an overhead way to con- 
 nect the second floors. The first floor would have direct connection with the lower 
 road under the elevated, the passageway and the end of the pier; the second story 
 roadway would be connected with the elevated road and would have the trolley 
 tracks through both houses. * 
 
 Besides the freight and express terminal of the trolley company there would 
 be the wharf office, with small office rooms for people doing business at the pier, 
 a general waiting room, toilets, etc., a telegraph office connected with wireless 
 outfit, possibly a cold storage section and other such features. The roofs of the 
 two buildings are shown devoted to recreation purposes. Here we would have 
 shelters, a band-stand, an observation tower on which would be the wireless sta- 
 tion, toilets and a retiring room for women and children ; also there would be a 
 cafe' with tables in the open air, and an opportunity to purchase refreshments. A 
 special section of the rear roof could be fitted up with swings, see-saws, sand 
 courts and other amusements for the children. This roof garden could be made 
 one of the most attractive spots in the city and would be closely connected with 
 Lakeside Park by the stairs and viaduct. The roof and approaches should be 
 well lighted, so that the place could be used at night and in good weather ; dances 
 and concerts could be held here. 
 
 East of the General Pier a Storage Pier is shown which would be of the same 
 size but would have four storage warehouses of two or more stories built along the 
 outside edge of the pier with an open way for teams and cars running down the 
 center of the wharf between the houses. Here goods would be loaded directly 
 into the sheds and from there would be loaded later into teams and trams in the 
 
WATER FRONT 
 
 61 
 
 central roadway. The first floor would be connected with the central roadway 
 and this in turn would lead to the lower road, then by ramps to the elevated and 
 viaduct. The second story would be connected directly with the elevated road- 
 way as in the case of the General Pier. Floors above this would be used for gen- 
 eral long time storage and would be reached by elevator. If the second floor were 
 used for incoming freight it could be reloaded into the cars or wagons by gravity 
 and likewise if the first floor were used for storage of out-going freight the loading 
 in the holds of vessels could be by gravity. 
 
 Water Front at Waldameer— Showing Cottages on Beach — Erie 
 
 The Lumber Pier shown directly west of the General Pier is arranged with 
 tracks, roadways, sheds for special high grade lumber, and open storage space 
 for boarding and cheaper stock. The tracks are arranged so that lumber can be 
 loaded from the vessels, sheds or storage piles directly on to cars. Connection 
 with the lower road would be direct and with the upper road and viaduct by means 
 of a ramp. This pier would in no sense be a lumber yard for the storage of lumber 
 
62 
 
 GREATER ERIE 
 
 over long periods but would be a trans-shipment point where the goods would be 
 transferred from one carrier to another. 
 
 The next pier beyond to the west is the Coal Pier, which is the same size as 
 the others 300 feet wide and 1,200 feet long. It would be equipped with modern 
 hoists and machinery for the quick and economical handling of coal from the cars 
 to pier and from pier to vessel, and direct from cars to vessel. 
 
 One of the chief needs of water transportation at the present time is the neces- 
 sary means for the rapid and safe handling of freight at the wharves, and in plan- 
 ning the pier development for Erie harbor this fact should be kept constantly in 
 mind. It is not enough to provide dock space and wharf room. The warehouse 
 for storage is a step in advance but unless the transfer of the freight is made easy 
 and economical, trade will not increase and nourish. Movable cranes and hoists 
 must be provided, and special machinery for handling special articles and to meet 
 special needs must be installed as the occasion arises. Also when the pier is built 
 a carefully worked out system of conduits should be installed to take the water 
 pipes, for services, power and fire, sewer pipes, and wires for telephone, lighting, 
 etc. 
 
 The question of a Fish Pier is one of importance to Erie and it might be well 
 to build that as one of the first undertakings. It could be located at the place 
 shown for either the Lumber or Coal Pier. The location of the piers is definite 
 but the uses could be varied from those shown in the sketch to meet present needs. 
 The character of the General Pier is fixed but the character of the others can be 
 changed at will, however having once decided on the kind of usage the pier is to 
 have, it would be well to make special plans to meet those requirements and to 
 keep the pier definitely for its purposes. 
 
 Another requirement of any comprehensive plan for harbor development in 
 Erie is a large, modern dry dock. It is not possible now to name the best location 
 for a dry dock adequate for such a port as Erie is likely to be, nor specifically to 
 describe its size, construction, character, etc. All these matters would demand 
 the study and services of men highly qualified by training and experience in har- 
 bor development. 
 
 'Life "Without industry is guilt 
 Industry Without art is brutality' 
 
 "Art is riot a tr\ir\g to be dorie 
 but tt\e best ^ay of doirig 
 •whatever needs to be done" 
 
 — Warner 
 
BUILDINGS 
 
 63 
 
 Chrysanthemum Display. Greenhouse, Highland Park, Rochester, N. Y. 
 
 "WY\o loves a garderi, loves a greeri-l^oxise too" 
 
 — Cowper. 
 
 Greenhouses and nurseries are maintained by most all 
 municipalities having parks, parkways and boulevards to adorn 
 with flowers, shrubs and trees. The conduct of such opera- 
 tions usually under the management of Park Commissioners 
 effects a substantial saving in the cost of setting out, plant- 
 ing and beautifying public grounds. Horticultural exhibits 
 are also made, the educational value of which is of much 
 importance in the development of the city, their influence find- 
 ing expression in the homes and home grounds of the people. 
 
64 
 
 GREATER ERIE 
 
 Erie's City Hall, Pacing Perry Square — Looking South on Peach 
 Street beyond the billboard is the Masonic Temple 
 
 We in America build cities much as our grandfathers carried on industry. Each 
 individual follows his fancy without regard to his neighbors. One man erects an 
 apartment-house alongside of a beautiful home. Another builds a garage, a saloon, 
 or a livery-stable in the heart of the residence district. We awake in the morning to 
 find a noisy factory in course of erection, and at once all values in the neighborhood 
 go tumbling, and an exodus to a new region begins. The height, style, and location 
 of buildings are uncontrolled, while the harmony of the community is disfigured by 
 bill-boards, by smoke, and by other private nuisances. There is no sense of unity, of 
 permanence, of the rights of the whole community. In addition, the speculator lays 
 out his land in lots of any size and upon streets of his own designing, in order that he 
 may sell his property as quickly as possible and move on to another field of exploita- 
 tion. Our cities give little thought to streets; there is little attempt to fix their style or 
 character, they are neglected, as of no material concern to the community . Only 
 recently have public buildings been located with any thought of the future, while only 
 rarely have sites been selected with reference to artistic effect. Railways, factories 
 and warehouses are permitted to appropriate river and water fronts and exclude the 
 rest of the community from access to them. Individual license has run riot in our 
 cities in a physical as well as a political way, and the cost to the present and the future 
 is colossal. 
 
 "EUROPEAN CITIES AT WORK." 
 
 Frederic C. Howe. 
 
EXISTING CONDITIONS 
 
 HE City Hall, Post Office, Library and a number of quasi-public 
 buildings have a generally favorable location on Perry Square, 
 but no effort has been made apparently to group them to advan- 
 tage or to develop the square in relation to the buildings. The 
 Court House is a good type and is situated on West Sixth Street not far from 
 Perry Square. School and other minor city buildings are scattered about the 
 city in the neighborhoods which they are intended to serve. None have been 
 combined so as to form neighborhood centers, however, and except in the case of 
 a few new schools, the grounds are small. Even these newer school sites are gen- 
 erally inadequate. 
 
 Quasi-public buildings are not as a rule particularly well located. A city 
 laid out as Erie is in the 
 commonplace rectangular 
 style, affords at best but few 
 opportunities for interest- 
 ing street scenes or street 
 vistas. The two best oppor- 
 tunities — Perry Square for 
 buildings of a public nature 
 and State Street for com- 
 mercial and business build- 
 ings — appear recently, for 
 some reason, to have been 
 neglected. A number of 
 imposing modern buildings 
 (e. g. the Masonic and Elks' 
 buildings, the new Y. M. 
 C. A., and the Lawrence 
 Hotel), although having a 
 central situation, have been 
 erected on minor and rela- 
 tively narrow Streets. Public Library Federal Building (Post-office) 
 
 Note unfortunate location of poles and wires 
 
66 
 
 GREATER ERIE 
 
BUILDINGS 
 
 67 
 
 Private buildings in Erie are of the usual mixed character common to the 
 smaller American cities. A few stores, banks and office buildings in the central 
 section are modern in construction and appropriate in architecture. No attention 
 appears to have been given yet to the desirability of a general harmony of build- 
 ings in height, material and style within a given block — for example, on State 
 Street. Residence property has a high average of convenience and comfort 
 throughout the city, but with the exception of West Sixth and a few other sec- 
 tions, there are no extensive well-developed residential neighborhoods. Nor have 
 
 w-& 
 
 «M 
 
 w- 
 
 A Street View in Lawrence Park 
 
 Lawrence park, three mii.Es east of Erie has been laid out and developed by a company 
 
 interested in furnishing homes, primarily, to employees of the general electric 
 
 COMPANY, WHOSE SHOPS ARE LOCATED NEARBY. ThE DEVELOPMENT CONSISTS 
 
 ENTIRELY OF SINGLE FAMILY HOUSES, WHICH RANGE IN VALUE FROM 
 
 $2,000 TO $5,000, INCLUDING LOT 40X125 FEET 
 
 any large outlying sections, embodying the best ideas of modern American suburbs 
 been yet laid out and improved. For instance, nothing corresponding in business 
 enterprise and public spirit to Bellevue Park, Harrisburg, Shaker Heights, Cleve- 
 land, the Country Club District, Kansas City, Forest Hills Gardens, New York, 
 or Myers Park, Charlotte, N. C, has yet been done in Erie. The advantages for 
 
68 
 
 GREATER ERIE 
 
 home sites of the Lake Front, the beautiful, high, rolling back country and the 
 stream valleys have so far been almost entirely neglected. The typical house of 
 the average citizen is a frame building on a lot about 41^ feet front and 165 feet 
 deep, or smaller, sanitary and convenient enough, but generally uninteresting in 
 situation, outlook, and appearance. 
 
 GENERAL RECOMMENDATIONS 
 
 Public buildings are among the principal points of interests in a city. Broadly 
 speaking, they comprehend all structures which are not private. Therefore, com- 
 mercial buildings may be classed in this sense as public buildings; also hotels, mar- 
 kets, and railroad sta- 
 tions. Public buildings 
 should not only answer 
 the needs which have 
 created them, but also 
 serve as accents of 
 beauty in the general 
 aspect of the city. 
 They should give it the 
 needful variety and 
 emphasis. They should 
 do this not only by 
 their own fitness and 
 beauty, but also by 
 another very important 
 thing, that is, their lo- 
 cation. In the planning 
 of European cities and 
 in the planning of some 
 American cities, not- 
 ably Washington, great 
 care has been taken in 
 the selection of sites for public buildings. They are placed on the axis of some 
 important vista at the end of a main street, or they are grouped in orderly fashion 
 around a public square or other open space ; to speak in terms of business, they 
 are thus made to pay full dividends. Public buildings should be made to render 
 as great a service to their owners, the people as a whole, as private buildings do 
 to their owners. It is, therefore, recommended that, wherever possible, sites be 
 selected for public buildings in Erie that will give them due prominence, and that 
 an effort be made to group public buildings in an orderly fashion around Perry 
 Square, which is the natural focus of public life in Erie, around the proposed 
 neighborhood centers, and in other places. 
 
 Erik Academy — Now used as an industrial^training school. In the 
 
 REAR ON TENTH STREET IS THE MAJESTIC THEATRE. WHERE THE 
 
 TREES ARE SHOWN ON THE RIGHT NOW STANDS THE NEW 
 
 LAWRENCE HOTEL, AND ON THE CORNER BEYOND, 
 
 THE NEW Y. M. C. A. BUILDING 
 
BUILDINGS 
 
 Another general recommendation is that an endeavor be made to secure 
 greater harmony in architecture and materials in the case of closely related build- 
 ings. In comparing the architecture of to-day to that of earlier periods, it must 
 be recognized that a great change has taken place. In earlier periods there existed 
 a fairly widespread and consistent style of building, and although this was con- 
 stantly developing and changing, the development was slow. In earlier days 
 harmony was secured also by the use of local materials. Modern transportation 
 facilities have changed this and there is much less apt to be an harmonious use of 
 building materials. It is becoming more and more clear that the improvement 
 of our cities, so far as buildings contribute to it, cannot advance very far without 
 more public control. The appearance of a building is so much more important to 
 the public at large 
 than it is to the occu- 
 pant or owner that 
 there would seem to be 
 justification for the ex- 
 ercise of public super- 
 vision over the design 
 and location of build- 
 ings. 
 
 It is strongly recom- 
 mended that action be 
 taken to regulate the 
 height of buildings. 
 Such regulation is 
 needed to prevent un- 
 necessary congestion 
 in the streets, to pro- 
 tect the light and air 
 of other buildings and 
 of public places, to 
 
 distribute land values more equitably, to improve the appearance of the city, 
 especially its sky line, and to increase the city's safety. In a recent address in 
 Erie, the secretary of the national association for the prevention of fires stated 
 that "no fire fighting apparatus is built to be effective in buildings of more than 
 ten stories in height. For this reason, the height of buildings in Erie should be 
 restricted to 125 feet." American cities have only recently begun to regulate the 
 height of buildings, but in Europe it is one of the most important influences in 
 city building. Frankfort on the Main is typical of the German cities. The pro- 
 vision there for building height for the inner city is 66 feet and usually not exceed- 
 ing the width of the street; for the outlying sections, 59 feet and usually not ex- 
 ceeding the width of the street. A limit based upon the width of the street is 
 
 
 Residences — West 10th Boulevard East of Cherry Street, Erie 
 
70 
 
 GREATER ERIE 
 
 Residence— M. H. Taylor 
 
 Residence — Albert Jarecki 
 
 Residence — Robert Jarecki 
 
 Residence — F. W. Burnham 
 
 Residence— J. B. Campbell Residence— L. G. Skinner 
 
 A few types op Erie's high-class residential development 
 
BUILDINGS 
 
 71 
 
 recommended to Erie, coupled with a maximum height limit, which should not 
 usually exceed 100 feet except for towers.* 
 
 What is true of public and quasi-public buildings is almost equally true of 
 private housing, if good results are to be secured. The method employed in Erie, 
 as has already been pointed out, is inadequate, unsatisfactory, and uneconomical. 
 The better methods of the English Garden Suburbs or even the high grade land 
 subdivisions of the American cities have not yet been employed in Erie. One 
 possible exception to this statement is the recent beginning at Lawrence Park, 
 near the General Electric Works, where single family houses on a fair sized lot are 
 being built and sold for about $2,000 each. The U. S. Department of Labor 
 gives the average wages of skilled workers as $750 per year or less, and of un- 
 
 Some Erie Homes 
 Showing monotonous, dreary, commonplace development where enough money has been spent to 
 obtain satisfactory results. such homes might just as well have been good, more 
 
 sightly and interesting 
 
 skilled workers as about $500. It is generally agreed that the average proportion 
 of income to be paid for rent should not exceed 20 per cent. This means that the 
 annual rent of skilled workers should range from $150 to $180 and of the unskilled 
 worker from $100 to $120. What can be had on these terms in Erie? 
 
 The best manner of handling real estate subdivisions was discussed in a val- 
 uable address by Mr. J. C. Nichols, of Kansas City, Mo., at the Fifth Annual 
 
 *Mr. Lawson Purdy, of New York, is the authority for the statement "that a piece of property on lower 
 Broadway, 25 feet wide and 100 feet deep, recently sold for $1,250,000. The highest price for a lot of the same 
 size 1,000 feet either east or west of Broadway, is $25,000." Mr. Purdy points out that if there had been a proper 
 limitation to the height of buildings in New York that, while no lot could attain a value of $1,250,000, certainly 
 no single lot in the entire business area would be worth as little as $25,000. "A spreading out of the value would 
 mean a spreading out of the crowds and the avoiding of congestion. There would be no dense crowds in streets 
 too narrow to accommodate the people, and it would not be necessary to arrange luncheon hours in order that 
 there might be room in the streets for the workers." 
 
72 
 
 GREATER ERIE 
 
 Workmen's Homes — Essen, Germany 
 
 Homes of Workingmen and Pensioners of the 
 Krupp Company, at Essen, Germany 
 
 £ --■ 1 
 
 Workmen's Homes — Essen, Germany 
 
 Workmen's Homes — LevErkusen 
 
 Hampstead Garden Suburb — London 
 
 Hampstead Garden Suburb — London 
 
 Some suggestive examples of the way in which workingmen are housed in England and Germany 
 either through the initiative of employers or co-partnership housing schemes. single family houses, 
 of which the above examples are typical, can be rented abroad for about 20% to 25% of the work- 
 ingman's wages. one of the principal aims of the erie city planning committee is to provide by 
 means of general and local planning, similar opportunities for erie's workmen. the problem is to 
 provide a good home for the man who cannot spend more than about $12.00 average per month rent 
 
BUILDINGS 
 
 73 
 
 Convention of the National Association of Real Estate Exchanges. Mr. Nichols, 
 who is a very successful and practical real estate operator himself, pointed out 
 that: 
 
 A broad general plan as applied to subdividing is generally undreamed of at 
 the right time in the city's growth. Subdividing must necessarily correspond to 
 the growth of the city, and the growth of every American city is necessarily 
 industrial from the very beginning. 
 
 The factory, the railroad, the business house, first command the locations 
 most desirable for their particular uses. Even the wealthiest men of the city 
 simply get the ground that is left over for the home and the family. 
 
 We are all familiar with the rapid rise and decline of these successive residence 
 centers, entailing losses of millions of dollars in the destruction of good residence 
 property in every city by the encroachment or aggression of menacing conditions. 
 
 It is not so easy to anchor residence districts as it is business centers. The 
 location of a depot, sky-scraper, railroad yard, factory district, main street, and 
 the natural congestion in one small center, all combine in holding the business 
 district to a certain degree. The residence centers, by their very nature, are more 
 susceptible to injury, and they are so much more easily shifted that there has 
 always been a lack of permanency. 
 
 Every real estate man is familiar with the economic burden carried by every 
 city in the abandonment of residence districts. They even stand as a menace to 
 the value of business property; and as the city grows larger, and we have more 
 and more outlying abandoned residence districts, the real estate market of all 
 kinds of property will be more and more injured by their existence. The remark- 
 able fact is that we have almost all of us come to feel that this is unavoidable; 
 yet I wish to say that I believe the real estate men of this country are able to 
 prevent this unhealthy and constantly menacing condition in every city. 
 
 No more important problem confronts the people of Erie than the working 
 out of better methods of housing so that the very poorest families in the city may 
 be housed in a satisfactory and attractive fashion. It is desirable that as many 
 members of the community as possible shall own their own homes. There is no 
 doubt, however, that it is also desirable for the skilled mechanic to be able to move 
 from place to place in order that he may sell his labor in the best market. To 
 meet this difficulty, the movement known as "Co-partnership Housing" has been 
 inaugurated. The method may be briefly explained. A Co-partnership society is or- 
 ganized consisting of a group of persons associated together for the purpose of pur- 
 chasing a tract of land, building thereon houses for their own accommodation, and 
 owning the property jointly by means of share capital. The dividends on stock are 
 limited to a reasonable percentage and after this has been earned the balance is 
 credited to the tenant either in the form of a stock dividend or a dividend on lease. 
 The system has been in use in England now for a considerable number of years 
 with great success and the number of these societies is rapidly growing. They 
 
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BUILDINGS 
 
 75 
 
 Central Market House, Erie 
 
 This market is located on state street at the corner of 16th street. It is privately owned and 
 
 administered. The land was bought 28 years ago for $17,000. The property is said to be worth, 
 
 now, s150.000 and is considered too valuable to be continued very long as a public market. 
 
 it illustrates the disadvantage of private ownership and the loss to the 
 
 city, in case the market is closed, of an indispensable public utility 
 
 combine the advantages of ownership of real estate with perfect freedom for the 
 worker. The tenants being their own landlords, the serious difficulties that are 
 commonly experienced in the relation between landlord and tenant are wholly 
 done away with. Therefore, I recommend to the City Planning Committee that 
 careful investigation be made of this subject with a view to its early application 
 in Erie.* 
 
 SPECIFIC RECOMMENDATIONS 
 
 In connection with the general subject of buildings, the following specific 
 recommendations are offered for consideration : 
 
 (1) That Perry Square be officially designated as the Civic Center of Erie 
 and that an effort be made properly to surround it with public and quasi-public 
 buildings. Toward this end an architect skilled in such work should be engaged 
 
 *See article on the Organization of Housing Companies, page 233. 
 
76 
 
 GREATER ERIE 
 
 Municipal Bath House, Madison, Wis. 
 
 and a tentative plan for the development of Perry Square prepared. The City 
 Hall, the Post Office, the Public Library, the Erie Club House, and the Reed House, 
 all now face on the Square. The County Court House is near by. The sites at 
 the east and west ends of North and South Park Place afford opportunities which 
 should not be neglected. Erie's good fortune in the possession of Perry Square 
 should make the execution of plans for a Civic Center unusually easy. 
 
 (2) That the new Union Station be located over State Street at its intersec- 
 tion with Fourteenth and Fifteenth Streets, or if that is not practicable, imme- 
 diately west of that point. 
 
 (3) That a full block be acquired for a public market on Parade Street or on 
 some other street affording a suitable location. 
 
 American cities in all sections of the country are now giving attention to the 
 sanitary and economic advantages that follow from the ownership and control of 
 municipal markets. In line with this movement, I am submitting a plan for a 
 proposed public market in Erie. It is designed with the idea that it might occupy 
 almost any typical block from Parade Street to Wallace Street. As an illustra- 
 tion the block from Ninth to Tenth is taken. Parade Street, it seems to me, is a 
 suitable street on which to locate such a public market as is proposed. The plan 
 submitted will speak for itself. No long description is necessary. It provides for 
 the public market building and open market space, and the necessary arrangements 
 that should go with such a market. It is designed in such a way, however, that 
 the open space would be useful also for other purposes. 
 
 (4) That the City Plan adopted includes provision for the construction of 
 buildings along the water front as indicated on the General Plan and the special 
 plans submitted. Among these are included buildings for commercial purposes, 
 
BUILDINGS 
 
 77 
 
 warehouses, elevators, etc., and buildings for pleasure purposes, boat houses, bath 
 houses, park shelters, etc. 
 
 (5) That an effort be made to use street terminations to advantage. There 
 are very few of these in a rectangular city like Erie, therefore, the opportunities 
 that exist ought not to be wasted. As illustration, mention may be made of the 
 termination of Twenty-first Street at Liberty and Twelfth Street at Bast Avenue. 
 
 (6) That school and other public buildings be grouped in the following sec- 
 tions, thus forming local neighborhood centers. 
 
 Sixth Street and East Avenue. 
 
 Cascade Park. 
 
 Warfel Playfield. 
 
 Parade Street Playfield. 
 
 Parade Street Square. 
 
 State Street Square. 
 
 New Athletic Field. 
 
 Eastside Circus. 
 
 Westside Circus. 
 
 Forest Circle. 
 
 Junction of 21st Street and Pittsburgh Avenue. 
 
 In order to facilitate the development of these building groups, it should be 
 the general policy of the city to acquire, so far as possible, the surrounding land in 
 connection with these neighborhood open centers. 
 
 (7) That every opportunity and encouragement be given to land owners, 
 employers of labor, real estate operators, building and homestead associations, 
 co-partnership housing societies and others, to undertake the laying-out and con- 
 struction on a large scale of model settlements and garden suburbs and villages. 
 
 Rise, for trie day is passing 
 
 Arid yoii lie dreaming on. 
 
 Tn.e others nave buckled tneir- armour 
 
 Rr\d forth to the fight nave gone 
 
78 
 
 GREATER ERIE 
 
 
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OPEN SPACES 
 
 79 
 
 Pope Park — Tennis Courts — Hartford 
 
 On November 15th, 1894, Colonel Albert A. Pope of Boston, Mass., Presi- 
 dent of the Pope Manufacturing Company of Hartford, Conn., offered to give to 
 the city on certain conditions, 73.37 acres of land known as the "Bartholomew 
 Farm," and situated near the Factory District for a public park. In furtherance 
 of his design he also submitted an offer of the Hartford Real Estate Improvement 
 Company to give the city about two (2) acres of land and propositions of the 
 Watkinson Juvenile Asylum and Home Farm School and the Hartford Orphan 
 Asylum to sell certain tracts which it was desirable to add to his gift. The Court 
 of Common Council accepted these offers January 7th, 1895, and their action was 
 ratified by a city vote. Other additions to these lands were subsequently made 
 by the Park Board. The entire tract now comprises ninety (90) acres. The 
 cost of the additional land purchased was $29,280, and of the improvements 
 $59,561.11, making the total expense to the city, $88,841.11. The cost of main- 
 tenance in 1904 was $36.15 per acre for labor. This park is well adapted to the 
 needs of its locality. It has an extensive grove bordering on Park River and a 
 beautiful sloping lawn, in the midst of which is a small pond, which are valuable 
 features. In its northern section are several Tennis Courts, on an elevated 
 plateau is the outdoor gymnasium, where classes are conducted in the summer 
 season and westward of it in the lowland is a ball field. This park was named 
 after the donor of most of the land by vote of the Board of Park Commissioners. 
 
so 
 
 GREATER ERIE 
 
 Lake Front at Mouth of Four Mile Creek — One op Erie's Opportunities 
 
 The fact that every day's delay will add so greatly to the cost, should compel im- 
 mediate action. A city, to keep its rank, cannot afford to postpone inevitable improve- 
 ments. All experience shows that the tendency of the population is toward the cities; 
 year by year, in the older parts of the country, the villages and smaller towns, itnless 
 supported by manufacturing, are dwindling; the cities grow out of all proportion to 
 the rest. Centralization is the type of the age. Recognizing this fact, what shall we 
 do? The answer is plain. Make the cities in all ways healthful and beautiful. 
 Bring in pure water. Provide at any cost such a system of sewerage that not a single 
 death can be laid at that door. And, cheapest of all, see to it in time that pure air 
 shall be within the reach of all within your limits. 
 
 Nothing is so costly as sickness and disease; nothing so cheap as health. What- 
 ever promotes the former is the worst sort of extravagance; whatever fosters the latter is 
 the truest economy. It is unnecessary to argue the truth of these propositions; they 
 are self-evident. We apply them to ourselves and to our families, but are apt to forget 
 that they are equally applicable to the community as a whole. Whatever increases 
 disease is a heavier tax than any other on the resources of a city; whatever prevents it, 
 and brings in health, yields a larger return than any other investment. 
 
 From Speech of Hon. George A. Shaw, in the Boston Common Council, 
 March 25, 1875, in the campaign for Public Parks. 
 
EXISTING CONDITIONS 
 
 RIE has now but a meager provision of open spaces, even for 
 its present population. In the heart of the city, thanks to 
 the foresight of those who made the original plan, it has 
 Perry Square, comprising four acres. At the intersection 
 of Sixth and Liberty Streets, it has a 
 similar open space, called Cascade 
 Park, which was also in the original 
 plan of the city. 
 
 There are now only two play- 
 grounds — one of about four acres at 
 East Avenue and Sixth Street and the 
 new Athletic Field, 9 acres at 23rd and 
 Cranberry Streets, acquired through a 
 movement inaugurated by the High 
 School but finally supported and car- 
 ried through to success by the official 
 action of the School Board. perry Square— East— Erie 
 
 The city owns two parks of fair extent but undeveloped. One is Lakeside 
 Park, an irregular and sloping strip of land extending along the water front 
 
 from Mill Creek on the east to city 
 line on the west and containing 
 about 65 acres. The other is Glen- 
 wood Park, a beautiful tract of well- 
 wooded and well-watered land ad- 
 mirably situated immediately south 
 of the central section of the city. It 
 comprises 114 acres. This tract was 
 purchased by The Erie Public Park 
 Association and acquired by the city 
 for $16,973. Glenwood Park, en- 
 larged and appropriately developed and 
 maintained, will make a valuable in- 
 land park.* 
 
 Mill Creek — Glenwood Park — Erie 
 
 *For history of Glenwood Park see page 171. 
 
S2 
 
 GREATER ERIE 
 
 Albert Platz, Dresden 
 
 Nurnberger Platz — Dresden 
 
 River View — Maplewood Park — Rochester, N. Y. 
 
 -^mxii 
 
 Munchener Platz— Dresden, Germany The Flower Bridge— A Park in Hamburg 
 
 Five examples op unusually beautiful open spaces and parks in European and American cities 
 
OPEN SPACES 
 
 83 
 
 Water Works Park — Erie 
 
 Lakeside Park— Erie 
 
 Four Mile Creek — Erie — In Proposed Parkway 
 
 
 
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 Forest on Peninsula — Erie 
 
 Four Mile Creek Park — Erie 
 
 Five examples of naturally beautiful open spaces or parks, which are comparable with the Ex- 
 amples on the opposite page, provided they are acquired and developed in accordance with the pro- 
 posed PLANS 
 
84 
 
 GREATER ERIE 
 
 View on Walnut Creek — Erie — Near kahkwa club reservation of 200 acres 
 
 "Rest is riot idleness, arid to lie sorqetirqes on the grass 
 Under the trees or) a sUnqnqer's day listening to the 
 rr\urrr\ur of -Water, or Watching the clouds float across the 
 sky, is by 110 rqeans Waste of tirqe" — Lord Avebury 
 
 In addition to the above the following open spaces contribute in a measure 
 to the recreation facilities of the people of Erie : 
 
 The Pennsylvania Soldiers and Sailors Home, 
 
 Erie Cemetery, Lakeside Cemetery, The Water Works, 
 
 Trinity Cemetery, The Reservoir, Abandoned Erie Light. 
 
 Presque Isle, popularly referred to in Erie as "The Peninsula," is Erie's most 
 distinctive topographical feature. It has almost inestimable value for both com- 
 merce and recreation. It gives Erie a large and thoroughly protected harbor, and 
 provides a tract of more than 3,000 acres, which if properly developed, would be 
 unsurpassed by American city play and pleasure grounds. With the exception of 
 the east end, which is owned by the United States Government, the Peninsula is 
 the property of the State of Pennsylvania. The State has given permission to 
 the City of Erie to use part of the property for settling basins for the water works. 
 The best development of the Peninsula will probably require joint action on the 
 part of all public authorities affected. 
 
OPEN SPACES 
 
 85 
 
 GENERAL RECOMMENDATIONS 
 
 A Ravine in Proposed EmE Forestry Reservation 
 Walnut Creek South op Kearsarge 
 
 In the selection of lands for parks, parkways and playgrounds, there are a few 
 principles which are finding increasing acceptance by municipal authorities. They 
 are briefly stated as follows : 
 
 (1) To acquire those 
 easily accessible small open 
 spaces, squares, etc., in the 
 built-up parts of the city 
 which may most easily be 
 adapted to serve as recreation 
 places and local playgrounds. 
 
 (2) To secure for parks 
 some moderately large tracts, 
 even though not accessible to 
 the present generation, pro- 
 vided they are capable of 
 conversion at relatively small 
 cost, into public pleasure 
 grounds which will have the 
 beauty of natural scenery. 
 These should be acquired in 
 advance of the general settlement of the neighborhood. 
 
 (3) To select generally for parks and playgrounds lands which are not well 
 
 adapted for use for 
 streets and buildings. 
 
 (4) To distribute the 
 lands over the city in 
 such a way as to give 
 a maximum of use to 
 the people who will be 
 called upon to pay for 
 their acquisition, de- 
 velopment, and main- 
 tenance. 
 
 These principles have 
 been found sound in 
 practice and it is rec- 
 ommended that they 
 be adopted as a part 
 of the policy of the 
 
 A Piece of Woodland South op Erie on Route op the Proposed , ._- . 
 
 Circumferential Boulevard -rarK .Department 01 
 
86 
 
 GREATER ERIE 
 
 Cascade Park— Erie — This is an open space reserved in the original 
 
 city plan of 118 years ago, but only improved within 
 
 the last 10 years 
 
 the city. The extension 
 of the park system of 
 Erie is not likely to pro- 
 ceed regularly year by 
 year as the extension of 
 the street system or 
 school system does. Judg- 
 ing from the experience 
 of other cities, the park 
 system of Brie is much 
 more apt to develop peri- 
 odically. There are years 
 in which the park areas 
 of a city may be multi- 
 plied many times. Such 
 years may be followed by 
 long periods in which 
 the park department is 
 occupied mainly with 
 the development of the newly acquired property. This method has proved 
 sound. In the first place, it is more economical as a rule to acquire at one time 
 all the property that is needed in any 
 particular neighborhood. Secondly, 
 the people of a city are more likely to 
 approve of more important park addi- 
 tions, such as those now proposed for 
 Erie, if the different sections are all 
 fairly represented in the proposed tak- 
 ings. Finally, as park lands and per- 
 manent construction are more in the 
 nature of an investment than an ex- 
 pense, giving as they do increasing re- 
 turns to future generations, bond issues 
 are usually provided for their payment. 
 Therefore, it is considered good policy 
 and in the long run economical to map 
 out periodically, say every decade or 
 two according to growth, large general 
 additions to the existing city park sys- 
 tem, endeavoring constantly to con- 
 vert detached properties into organic 
 parts of a closely related system. It 
 is recommended that as much as pos- 
 sible of the System outlined be acquired Tulips— Jones Square— Rochester 
 
OPEN SPACES 
 
 87 
 
 Four Mile Creek — Erie — Within Proposed Parkway 
 
 at once. The present 
 time is a favorable one 
 for the city to invest 
 its money in park 
 lands. Taking the ac- 
 tion of other cities as a 
 basis, it would be rea- 
 sonable for the city of 
 Erie to spend as much 
 as a million dollars now 
 in the acquisition and 
 construction of public 
 parks and playgrounds. 
 New London (popula- 
 tion 19,659) has re- 
 cently voted $100,000; 
 Chattanooga (popula- 
 tion 44,604) $250,000; 
 La Crosse (population 30,417) $150,000; Schenectady (population 72,826) 
 $400,000; San Diego (population 39,578) $1,000,000 (part of which, however, has 
 been used for the buildings of the Exposition) . 
 
 Hartford, Conn., which in 1900 had a population of 79,850, has been system- 
 atically acquiring park lands and making parks for over fifty years. It has to- 
 day a park system of over 1,200 acres 
 which comprise Bushnell Park, River- 
 side Park, Goodwin Park, Pope Park, 
 Elizabeth Park, Barnard Park, Sigour- 
 ney Park, Campfield Green, Tunnel 
 Green, Lafayette Green, Buckingham 
 Square, Franklin Green, Village Street 
 Green, Washington Street Triangle, 
 Colt Park, Keney Park, and Rocky 
 Ridge Park. Colt Park contains 106 
 acres; Goodwin Park, 200 acres; Pope 
 Park, 90 acres, Elizabeth Park, 100 
 acres; Riverside Park, 80 acres; Bush- 
 nell Park, 42 acres; and Keney Park, 
 680.85 acres. The estimated value of 
 the Hartford parks is about two and 
 a half million dollars and their real 
 value is undoubtedly much greater. 
 The city appropriates annually about 
 fifty thousand dollars for park main- Dresden— a vista from the Terrace 
 
GREATER ERIE 
 
 Children's Play Day on Capitol Lawn, Bushnell Park, Hartford 
 There are no signs, "keep off the grass," in hartford 
 
 tenance. Moreover, the parks of Hartford are rendered serviceable to the people 
 of all classes by unremitting activity of the Park Department in encouraging 
 the use of the parks. Some photographic illustrations are given in this report 
 of the good use that Hartford makes of its parks. 
 
 South School Festival— Goodwin Park, Hartford— June, 1913. 35 Maypoles — Roped area 300 x 100 feet 
 
OPEN SPACES 
 
 so 
 
 It is recommended that the City Planning Committee give special consider- 
 ation to the influence of public parks in increasing city land values.* This is one 
 of the arguments which has influenced land owners and tax payers generally. 
 The Hartford Park Department, already referred to, holds that parks contribute 
 materially to a city's property values, and prevent real estate in their neighborhood 
 
 
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 Rose Gardens, Elizabeth Park, Hartford, Conn. 
 
 On "ROSE SUNDAY," 1913, 25,000 PEOPLE VISITED THIS SPOT 
 
 THE CITIZENS OF HARTFORD HAVE BEEN MOST FORTUNATE IN THE GIFT OF MR. CHARLES M. POND, WHO DIED 
 AUGUST 30, 1894, LEAVING BY WILL TO THE CITY, HIS HOMESTEAD ON PROSPECT AVENUE FOR A PUBLIC PARK, AND 
 THE RESIDUE OF HIS ESTATE TO PURCHASE ADDITIONAL LAND AND TO BE USED IN PUTTING THE PROPERTY IN GOOD 
 AND SEEMLY CONDITION TO ACCOMPLISH HIS PURPOSE. THIS TRACT COMPRISES ONE HUNDRED (lOO) ACRES, AND 
 IN ACCORDANCE WITH THE DONOR'S TESTAMENTARY REQUEST, IS NAMED "ELIZABETH PARK," IN MEMORY OF HIS 
 WIFE. THE AMOUNT OF THIS GIFT, AT THE ESTIMATED VALUE OF THE LAND WHEN GIVEN, WAS $189,487.37. ITS 
 VALUE TO THE CITY'S PARK SYSTEM, HOWEVER, IS BEYOND COMPUTATION, FOR WITHOUT IT NO SUCH PARK COULD 
 HAVE BEEN SECURED IN THAT LOCALITY AND THE CIRCLE OF PARKS WOULD ALWAYS HAVE BEEN INCOMPLETE- THE 
 VALUE OF NEIGHBORING PROPERTIES HAS BEEN ENHANCED BY THIS PARK. ThE ADDITIONAL LAND PURCHASED 
 COST $7,800. THE PURPOSE OF THE PARK BOARD HAS BEEN TO GIVE TO THIS PARK a HIGHER ORDER OF DEVELOP- 
 ment, the cost per acre for labor in 1904 being $60.42. its location on the westward heights of the 
 city, its natural features of lakelet, stream and groves, the general interest in the city's nurseries 
 and hot-houses which have been established in its southern section, and the conveniences of its 
 buildings make it a popular place of resort for the people. here, therefore, the city makes its dis- 
 play of flowers, partly for educational purposes. its rose garden is both an exhibit and a school 
 of instruction, whence it is hoped many will carry away suggestions for the adornment of their own 
 homes. Means for healthful exercise and amusement are provided for the children in a grove. In 
 the spacious mansion there is refuge from storms, and everywhere are encouragements for the weary 
 to seek rest in the midst of the beauties of nature 
 
 from deteriorating. No exact statement of this return can be made in figures, 
 but a careful examination shows that the parks constructed, increased the assess- 
 ment to a sum equal to that expended by the city in their purchase and develop- 
 ment. This assessment will continue to increase for years, for the true value of 
 
 1913. 
 
 *For examples, see General Plan of a Park and Playground System for New London, Conn., by John Nolen, 
 
90 
 
 GREATER ERIE 
 
 Children's Playgrounds — Genesee Valley Park- 
 Rochester, N. Y. 
 
 work they are to do, they will 
 bring more money into the city 
 treasury than they take out, the 
 amount depending upon how well 
 they are balanced with the needs 
 of the people." 
 
 SPECIFIC 
 RECOMMENDATIONS 
 
 (1) That the necessary land 
 be secured and plans be prepared 
 
 a park system in municipal devel- 
 opment cannot be computed ex- 
 cept after the lapse of a long 
 period. Mr. G. A. Parker, the ex- 
 perienced park superintendent of 
 Hartford, says: "For several years 
 I have given this subject consider- 
 able thought and study, and my 
 conclusion is that when parks are 
 properly located as to the city's 
 area and population and are so 
 constructed and maintained as to 
 meet the needs of the people they 
 are to serve, also made beautiful, 
 attractive, and suitable for the 
 
 Bowling on the Green— Colt Park, Hartford 
 
 Contest between Brooklyn, boston and 
 
 hartford — july 4, 1913 
 
 Terrace Playground— Pope Park— Hartford 
 A sylvan setting and yet in heart of factory district 
 
 from time to time for the estab- 
 lishment of the following Squares 
 and other Small Open Spaces: 
 
 (The numbers correspond 
 with the key numbers on the Gen- 
 eral Plan and are given here to 
 make reference to the various sites 
 more convenient.) 
 
 Passenger Terminal West (5). 
 State Street Public Landing (6). 
 Passenger Terminal Bast (7). 
 Perry Square (29). 
 Cascade Park (28). 
 
OPEN SPACES 
 
 91 
 
 Public Market (31). 
 Union Station (37). 
 Fourteenth Street Parking (38). 
 Twelfth Street Square (40). 
 State Street Square (53) . 
 Parade Street Square (56) . 
 Eastside Circus (58). 
 Westside Circus (1). 
 Forest Circle (63). 
 
 (2) That the necessary land be se- 
 cured and plans be prepared from time 
 to time for the establishment of the 
 following Playgrounds and Playfields : 
 
 Wading Pool — Brown's Square — Rochester 
 
 Swimming pool — Trout Lake — Seneca Park- 
 Rochester, N. Y. 
 
 Fourth Street Playground (27). 
 East Avenue Playground (30) . 
 Eighth Street Playground (32). 
 Poplar Street Playground (36) . 
 Garrison Run Playground (39) . 
 Warfel Playfield (42). 
 Parade Street Playfield (43). 
 New Athletic Field (45). 
 Edinboro Road Playfield (51). 
 
 (3) That the necessary land be se- 
 cured and plans be prepared from 
 time to time for the establishment of 
 the following Parks and Forests: 
 
 Presque Isle Park (2). 
 Harbor Entrance Park (8) . 
 East Lake Park (11). 
 Lighthouse Park (14). 
 Municipal Hospital Park (15). 
 Mill Creek Park (18). 
 Lakeside Park (19). 
 Cascade Creek Park (21). 
 West Lake Park (24). 
 Cascade Valley Park (26). 
 Lower Valley Park (35). 
 Green Garden (46). 
 Upper Valley Park (48). 
 
 Settling Basin — Peninsula, Erie 
 Showing thickly wooded land characteristic of 
 this publicly owned tract of more 
 than 3,000 acres 
 
92 
 
 GREATER ERIE 
 
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OPEN SPACES 
 
 Reservoir Park (50) . 
 Glenwood Valley (52). 
 Glenwood Park (59). 
 
 93 
 
 Glenwood Park Addition (64). 
 City of Erie Forest West (69). 
 City of Erie Forest East (71). 
 
 (4) That the necessary land be secured and plans be prepared from time to 
 time for the establishment of the following Drives, Boulevards and Parkways: 
 
 Lake Shore Drive (1). 
 Harbor Drive (3). 
 Causeway Drive (4). 
 East Bluff Parkway (10). 
 East Bluff Drive (13). 
 Pleasure Bay Parkway (22). 
 Water's Edge Drive (23). 
 Bluff Drive (25). 
 West Creek Parkway (33). 
 Wesleyville Drive (41). 
 West Circuit Boulevard (47). 
 
 Park Boulevard (49). 
 Four Mile Creek Parkway (55). 
 Four Mile Creek Crossing (56). 
 East Circuit Boulevard (57). 
 Forest Boulevard (60) . 
 Grand View Boulevard (62). 
 Ridge Boulevard (65). 
 Glenwood Boulevard (66). 
 Walnut Creek Crossing (67). 
 West Forest Drive (68). 
 Walnut Creek Parkway (70). 
 
 (5) That adequate and suitable sites* for School Buildings be selected some- 
 what in advance of need and that existing school property be improved along the 
 general lines of the report submitted to the City Planning Committee and the 
 School Committee in May, 1912. (Report is printed in the Appendices, page 199.) 
 
 Girls' Day at the Swimming Pool — Water Works Park, Erie 
 
 *Section 604 of the Pennsylvania School Act of 1911 reads as follows: 
 
 "The location and amount of any real estate required by any school district for school purposes shall be 
 determined by the board of school directors of such district, by a vote of the majority of all the members of such 
 board: Provided, that no new school building shall hereafter be erected without a proper play-ground being 
 provided therefor." 
 
94 
 
 GREATER ERIE 
 
 Good planning for cities and closely built towns and villages 
 is not primarily a matter of aesthetics, but of economics. The 
 main object is to prevent or remedy the physical and moral evils 
 and losses which accompany congestion of population. To effect 
 this object it is necessary to prevent the corruption of the air the 
 people breathe night and day, of the water they drink, and of the 
 foods they eat; and to this end well-ventilated dwellings, shops, 
 and factories, a pure and abundant water supply, and a safe 
 sewage disposal, and rapid transportation and prompt delivery for 
 foods, are all indispensable. There must also be provided rapid 
 transportation for passengers and all sorts of goods into and out 
 of the city, else the population will not be spread over a sufficient 
 area, and the industries which support the people will not be car- 
 ried on advantageously. 
 
 The laying out of most American cities has been casual and 
 thoughtless of future needs. The common rectangular lay-out, 
 without any well-considered diagonals, causes a great daily waste 
 of human and animal labor and of fuel; while high buildings, nar- 
 row streets, and lack of open spaces make it impossible to keep the 
 cities well aired and well sunned. To improve or reform the lay- 
 out of most American cities, is, therefore, a great public need, not 
 only for beauty's sake, but for the sake of the health, efficiency, and 
 happiness of their people. 
 
 CHARLES W. ELIOT, 
 
 President Emeritus of Harvard University. 
 
ITY planning is indispensable. Up to the present time the Amer- 
 ican city as a city is largely a failure. It has failed in essen- 
 tial matters. It has not solved the problem connected with 
 the laying-out, extending, constructing or maintaining the 
 physical city itself, nor of satisfactorily meeting the cost of such work. It has 
 not solved the problem of bringing up children successfully in cities. It has 
 failed to preserve the home. It has failed to protect the city's backward section 
 and to check its human waste. It has not solved the problem of poverty. 
 
 How are we to remedy or improve city conditions? One answer which comes 
 at once from almost everyone in this country is by better city government. But 
 better city government is not an end in itself. It is only a means to ends. Some 
 of the ends covered in this report, for example, are a better street system, im- 
 proved facilities for rail and water transportation, more and better buildings for 
 the purposes of modern city life, and more adequate reservation and development 
 of open spaces for the various kinds of recreation. 
 
 The problems confronting Erie that may be properly referred to in a discus- 
 sion of city planning are very practical and reasonably definite. They are the 
 problems of street location, street widening and street extension; of the separa- 
 tion of grades and other railroad changes; of a new Union Depot for all railroads; 
 of a belt line railway; of a city-owned or city-controlled water front, modernized, 
 and held for the benefit of all as an honest supplement to, and complement of, the 
 railroads; of buildings, public and private, properly located, constructed, regu- 
 lated, and controlled; of open spaces, playgrounds, and parks, selected, laid out 
 and maintained for the good of the entire city population. These problems can- 
 not be solved even singly without careful planning — planning requiring knowledge, 
 skill, and experience. And if they are solved singly, there will be less in economy 
 and efficiency, because they are not single, unrelated problems, but integral parts 
 of the general problem of one large organic whole — what we call the City of Erie. 
 There are three steps in city planning for Erie as the movement is at present 
 shaping itself. The first step is the completion of the general plan with its ac- 
 companying report as a means of blocking out the more essential divisions of the 
 subject and pointing the way for intelligent action. The report states the broad 
 recommendations for each subject and lists specific improvements. This work 
 
96 
 
 GREATER ERIE 
 
 is now completed and is submitted for general consideration with the approval of 
 the City Planning Committee of the Chamber of Commerce and Board of Trade. 
 The next step is to enlist public interest and inform public opinion. The re- 
 port itself when published with the plans will do much toward this end. In addi- 
 tion, there should be free newspaper discussion, numerous public meetings, and a 
 forceful campaign by the business organizations under which the present move- 
 ment was inaugurated. Business men, especially business men organized, are 
 coming to the leadership of cities as well as of states and nations. In an address 
 on the growing powers and responsibilities of business men delivered in Paris, on 
 July 4, last, by Edward A. Filene, he said: 
 
 A Kansas City, Mo., Boulevard. Fountain under construction 
 
 "It will be found that all the principal things that our businesses need, the 
 masses of our employees need also. Good housing, good transportation, good 
 recreation facilities, good education that really fit men for their life's work and 
 for their living, well governed cities, justice and security for property — these are 
 the things our employees need most, and these are the things our businesses need 
 most if they are not to be taken over by the governments at the behest of the 
 masses of our employees, or if they are not to be stopped or killed by the constant 
 friction and strikes that are always present when our employees are badly housed, 
 or badly prepared for life, or badly recreated after their work. These are the 
 things they will use their new greater power to get; and to get them, they will 
 use us as leaders, as soon as they recognize that our enlightened self-interest wants 
 these things, too. 
 
CITY PLANNING 
 
 97 
 
 "I do not claim that it is because we business men are the superiors of all 
 other classes of men that the world's leadership is now coming to us. I base my 
 belief on the fact that under the new conditions the leadership of political and 
 social power must go to those accustomed and trained by their daily work to take 
 the initiative, and, more important still, to those who best understand, and most 
 practically sympathize with the new power of the masses whose support is funda- 
 mentally essential to a degree never before realized in the world's history." 
 
 The final step, without which little can be done, is money. It is true that 
 some great, permanent improvements can be effected in our cities by better reg- 
 ulation and control. It is already so in other countries. But, in the main, the 
 
 The Same, Seven Years Later 
 
 changes and improvements most needed here must be paid for. How is the cost 
 of city planning improvements to be met? It is not a purpose of this report to 
 discuss at length the question of financing public improvements, but the subject 
 is of such fundamental importance, that some general references to it will not, I 
 believe, be out of place. Take, for example, the general topics covered by this 
 report — streets, railroads, water front, buildings, open spaces. How is the cost 
 of these improvements to be provided for? 
 
 It is coming to be a more and more general opinion that special assessments 
 for special benefits received offer the most equitable and most business-like solu- 
 tion of the problem of cost in connection with city streets. This whole question 
 has been admirably discussed by Mr. Nelson P. Lewis, chief engineer of the Board 
 
98 
 
 GREATER ERIE 
 
 of Estimate and Apportionment of New York City, in a paper entitled "Paying 
 the Bills for City Planning." I give three quotations from Mr. Lewis's paper: 
 
 "It needs no extended argument to prove the equity and wisdom of local 
 assessment wherever there is local benefit. That it has been done to such a lim- 
 ited extent in the past is no reason why it should not be more generally done in 
 the future. That certain property owners have heretofore been treated with such 
 prodigal liberality is no good reason why others should fatten through a continu- 
 ation of an irrational and essentially unfair policy. To the degree that the assess- 
 
 Turning an Unsightly Swamp into a Lakelet in Kansas City 
 
 ment plan is adopted, to that same degree will the city place itself upon a cash 
 rather than upon a credit basis. It may be urged that the adoption of such a 
 policy would discourage the agitation for and execution of many desirable city 
 planning projects, that American cities have been slow to appreciate the advan- 
 tages of intelligent city planning, and now that there has been a marked awaken- 
 ing it would be unwise to suggest the adoption of a policy which might dampen 
 this new-born enthusiasm. A desire for something which involves no direct cost 
 is not a sign of intelligent interest. We are learning that the improvement of our 
 cities pays. That is a hopeful sign. If we have simply reached the stage where 
 we want better conditions only if someone else is to pay the bills, the hope has not 
 
CITY PLANNING 
 
 9!) 
 
 a very substantial basis. If we want them badly enough to pay for them our- 
 selves in proportion to the benefit we feel sure will follow, we are making real 
 progress." 
 
 "While no definite rule can be adopted to govern the distribution of assess- 
 ments representing the district and general benefit, it should be possible to pre- 
 scribe a method of determining the amount and extent of local benefit, particu- 
 larly in the case of new streets, boulevards and parks. Let us assume that sixty 
 feet is the normal and maximum width required for a local street; then the entire 
 
 View of the Same Spot Shown on Opposite Page — Seven Years Later 
 
 cost of acquiring and improving all streets sixty feet or less in width may properly 
 be placed upon the property within a half block on either side of the street. In 
 the case of wider streets that proportion of the cost represented by the ratio which 
 sixty feet plus twenty -five per cent, of the excess over sixty feet bears to the width 
 of the street would probably be an equitable proportion to assess upon the local 
 district. Inasmuch as property fronting a wide street is more valuable, it would 
 be manifestly unfair to adopt a rule which would result in making the cost of a 
 seventy or eighty-foot street less to the abutting owner than would have been 
 the cost of a street sixty feet wide. On the other hand, after a street reaches 
 certain proportions, additional width will not involve additional benefit. It may 
 
100 
 
 GREATER ERIE 
 
 be assumed that a share of the expense which would be equivalent to paying for a 
 street eighty feet wide should represent the limit of local assessment. This limit 
 would be reached under the rule proposed when the street becomes one hundred 
 and forty feet wide. The percentage of cost which would be locally assessed 
 would, therefore, be as follows for various street widths: 60 feet, 100%; 70 feet, 
 89.3%; 80 feet, 81.25%; 90 feet, 75%; 100 feet, 70%; 120 feet, 62.5%; 140 feet, 
 57.1%; 150 feet, 53.3%; 200 feet, 40%." 
 
 "Where the financial condition of the city will permit, the burdens of the 
 property owner can be considerably lightened by the recognition of deferred 
 benefit and a correspondingly deferred assessment. In this case the city would 
 carry the account until the benefit resulting from the improvement should have 
 been fully realized, or, in other words, should have been reflected in actual increase 
 in values. Similar relief could be given by permitting the payment of assessments 
 in installments carrying a moderate rate of interest. Either plan would require 
 larger capital to finance such improvements, and would to that extent impair the 
 city's borrowing capacity for other purposes. These, however, are matters of 
 detail and have to do with the manner of collection of the assessments rather than 
 the distribution of the expense. The general principles which should, in the 
 writer's opinion, govern the distribution of the cost of city improvements may be 
 briefly summarized as follows: 
 
 1. Where there is local benefit, there should always be local assessment. 
 
 2. The entire city or the metropolitan district should bear no part of the 
 expense unless the improvement is in some degree of metropolitan importance 
 and benefit. 
 
 3. Assessments should not be confined to the cost of acquiring and improv- 
 ing streets, but should extend to any improvement which will increase the value 
 of the neighboring property, and should be apportioned as nearly as possible 
 according to the probable benefit. 
 
 4. A workable policy once adopted should be consistently adhered to. 
 
 5. The determination of a policy and its application to each case should be 
 entrusted to a board composed of men especially qualified, whose terms of office 
 should so overlap as to insure continuity of policy and purpose." 
 
 In addition to special assessment, in the case of streets, some use may be 
 made of the so-called "Excess Condemnation" Law, passed by the Pennsylvania 
 Legislature in 1907. (See page 143.) 
 
 The cost of the changes and improvements suggested in the section devoted 
 to railroads would have to be met mainly by the railroads themselves. In the 
 case of the removal of grade crossings and other improvements in which the benefit 
 of the city was direct, some share of the cost would naturally be met by the mu- 
 nicipality. The method adopted by Massachusetts for meeting the cost of sep- 
 arating grades has already been referred to. Somewhat similar methods but with 
 
CITY PLANNING 
 
 101 
 
 differences of percentages, terms, etc., have been adopted by a number of states. 
 So it might be with other railroad improvements — a fair apportionment of cost 
 could be worked out by legislation. 
 
 The cost of a new water front for Erie would be very great. But the outlay 
 would be in the nature of an investment and not an expense. Its benefits would 
 be far-reaching and should therefore fall largely on the state government, the 
 city doing its full share, however. These benefits would extend through a long 
 future and therefore the money for the improvements should be provided by the 
 issue of long time bonds, probably for forty or fifty years. Some idea of the large 
 commercial and financial returns from money spent in water front improvements 
 may be had from the extracts given in the Appendices (page 239), of this report, 
 entitled "Extracts from a report on Representative European Ports." 
 
 The expense for public buildings proposed in the city plan is not an expense 
 due primarily to city planning. These buildings, or most of them, are to be built 
 anyway. The city plan merely advocates that when built, they be built in the 
 right place and in the right way, and that the great advantages resulting from an 
 orderly grouping of buildings, and the association of buildings with open spaces, 
 be secured. There is no clear road yet as to the best method of improving private 
 buildings in American cities. Great help can be had from more intelligent and 
 stricter building regulations, and building control. Great help can also be had 
 through the effort of private individuals and societies, who will undertake to solve 
 the peculiar problems of house construction and of financing the small home. In 
 Toronto, Canada, the Toronto Housing Company has been formed to do this 
 work. It has now $1,000,000 at its disposal, $150,000 having been contributed 
 by private subscription under a limited dividend proviso of 6%, and $850,000 
 having been provided by the City of Toronto through the issue of city bonds. 
 Houses are now under construction, the smallest apartment renting for $12 per 
 month. These provide a large living room, dining room, pantry and kitchen, 
 and one bedroom. The rent includes steam heat and running hot water. Yet 
 it is coming to be more and more widely believed that housing, in common with 
 other city subjects, is largely a land problem and can, therefore, be most effectively 
 reached through the regulation, control, and taxation of land. The Pennsylvania 
 law which empowers the cities of Pittsburgh and Scranton to reduce the city tax 
 rates on buildings ten per cent, each year until the tax on these improvements 
 will be but one-half that on land values illustrates one method which is meeting 
 with increasing favor. In a recent report to the Newark City Plan Commission, 
 by Dr. James Ford, of Harvard University, he refers in the following terms to the 
 taxation of land values a direct aid to better housing : 
 
 'As a fiscal measure, however, the taxation of the unearned increment from 
 land values is, without doubt, a peculiarly just form of taxation and is calculated 
 to bring large annual sums into the city treasury. There is no question that the 
 community is chiefly responsible for increases in land values. It is just, therefore, for 
 the community to appropriate such values, especially if it can do so without placing 
 
102 
 
 GREATER ERIE 
 
 any hardship upon industry. The only serious difficulties arise in determining a 
 practical method of appropriation and assessment. The diverse schemes of New 
 Zealand, Germany, England and western Canada should, therefore, be studied, 
 and the desirability of using one of these methods should be considered. 
 
 "The application of a heavy tax on land values (Vancouver method) in the 
 district under consideration (a district in which the value of the land far exceeds 
 the value of improvement upon the land) would have a marked effect upon hous- 
 ing conditions, and would be the cheapest way (assuming that a just method of 
 appropriation was found and employed) in which the city could deal with this dis- 
 trict. If the tax were taken off the buildings within such a district, and the entire 
 tax was levied upon land, the owners of this property would find it unprofitable to 
 hold their land in its present wretched state. If the entire tax of the city were 
 levied upon land values, the owners of all property that is improved would find 
 their taxes reduced, but the holders of vacant land or of land uneconomically de- 
 veloped would find their taxes increased, and would be confronted with the neces- 
 sity of building or of selling to some individual who would be willing to build. 
 
 "A wisely devised scheme of land taxation might reduce the general tax bur- 
 den, increase municipal funds and stimulate new building. Both the theory and 
 practice of land taxation and of increment taxation therefore deserve immediate 
 study by competent citizens with especial reference to local adoption, if it proves 
 feasible, of some form of land taxation." 
 
 The cost of providing adequate open spaces is one which may be met partly 
 by the principle of special assessment to cover special benefits and by the power 
 of "excess condemnation," already referred to in connection with city streets; 
 and partly by bond issues. When bonds are issued they should be for long periods 
 as these open spaces, valuable as they are to the present generation, will be even 
 more valuable to future generations. And high as the cost of playground and 
 park space often is when the purchase has been too long delayed, it is neverthe- 
 less the record and experience of American cities that such open spaces are usually 
 a source of true economy. For when parks are properly located for their purpose 
 and are constructed and maintained so as to meet the needs of the people and 
 when they are beautiful and attractive, they will almost surely bring more money 
 into the city treasury than they take out. A dozen concrete examples show- 
 ing the effect of public parks in dollars and cents in increasing city land values 
 have been collected and printed in a report to the Municipal Art Society of New 
 London already referred to. 
 
 In brief, it may be said that the problem of paying the bills for improve- 
 ments called for by better city planning is not so difficult as it sometimes seems, 
 and it will not be so difficult in the future as it has been in the past. For adequate 
 income for well-considered improvements can be had in a city like Brie from 
 special assessment upon property benefitted, from railroads and public utility 
 corporations, from bond issues which are invested in public enterprises profitable 
 
CITY PLANNING 
 
 103 
 
 to the whole city, from an increased tax upon land values and the unearned incre- 
 ment of land, and from the growth of business, commerce and population brought 
 about by these very changes and the better conditions for work and recreation 
 that will then prevail. It is scarcely necessary to add that the better methods 
 here advocated would also result in large economies which in any businesslike 
 consideration of the subject should be added to the financial resources of the com- 
 munity. 
 
 The justification of city planning ought to be plain. It makes for public 
 health, and public health is indispensable if a city is to grow and flourish. It 
 makes for efficiency, and efficiency saves waste, adds to the product and reward 
 of labor and helps one city in competition with another. It makes for happiness, 
 affording free and adequate opportunities for wholesome recreation after the day's 
 work and at the week's end, not only to the rich and well-to-do, but to every man, 
 woman and child, no matter how poor they may be. The final word in city plan- 
 ning, therefore, is not its effect on business and -commerce, but upon the increasing 
 mass of human beings who must live and work in cities. 
 
 Respectfully submitted, 
 
 JOHN NOLEN, 
 
 Cambridge, Mass., September 24, 1913. City Planner. 
 
 Were men. to one another, 
 
 fls kind as God to all, 
 Trjen rto man ori Ijis brother, 
 
 For l|elp Would vainly call ; 
 Ori riorie for idle "Wasting, 
 
 Would lioriest labour frown; 
 Rr\d none, to riches nasting, 
 
 Would tread r|is neighbour down. 
 
 — Thomas Toke Lynch 
 
AT 
 
 OTHING 
 
 will ever be 
 attempted if all 
 possible 
 objections must 
 be first overcome 
 
 DR. JOHNSON 
 
INTRODUCTION 
 
 HE prosperity of any city depends to a very large degree on 
 its transportation facilities and to what degree of ef- 
 ficiency they are being used, improved, and extended. By 
 prosperity is here meant the increase in population as 
 given by census reports, school attendance, etc., the in- 
 crease in business measured in value of manufactures, bank clearings, postal 
 revenues, telephone calls, street car rides, etc., the general improvement in the 
 health of the community, the contentedness of the people, etc. 
 
 This relationship between prosperity and transportation facilities is true of 
 all kinds of transportation, but more so in respect to a city's local passenger ser- 
 vice. This is especially to be emphasized in the City of Erie because conditions 
 have now reached a point where the city's prosperity is about to be checked, 
 unless the inadequacy of its present local trolley system to meet the demands of 
 the immediate future is promptly overcome. 
 
 The fundamental reasons for this condition is because the street car system 
 has not kept pace with the growth of the city, let alone keeping ahead of it, as 
 should be the case in a city that intends to be great and to take its place among 
 the leading cities of the nation, as Erie certainly may do by reason of its relative 
 location and natural facilities. 
 
 In nearly every direction the city is now built up to the ends of the local trol- 
 ley lines, and in some sections beyond them. This means that unless the present 
 lines are extended and new lines projected, the lateral growth of the city is going 
 to stop, and instead of following the natural radial course, when it does start to 
 grow again it will be up in the air through the medium of flats and tenements. 
 In other words, the tendency will be toward a congestion of population. This 
 might be a good thing for the traction company, but certainly not for the health, 
 the morality, the peace, the wealth, and the comfort of the people. It seems 
 unnecessary in this enlightened age to dwell on the absolute necessity of prevent- 
 ing a congestion of population. It is sufficient to say that it is because of the 
 dreadful result of such concentration as seen in many of our larger cities that the 
 
106 
 
 GREATER ERIE 
 
 necessity of practical city planning has arisen, and wherever scientific city plan- 
 ning has been undertaken it has been found that good transportation is the foun- 
 dation on which a city must stand, to be livable, happy, prosperous, and con- 
 tented. 
 
 But the mere fact that a city is well provided with transportation lines is no 
 indication in itself that the community is adequately served. These lines may 
 not be in the right streets, and they may not have the right connections, or ter- 
 minal facilities to properly serve the traveling public in an economical way, 
 either to the riders or the traction company. Again, the rails may be improperly 
 arranged, car barns and repair shops inadequate or improperly located to work all 
 the routes up to economical capacity. 
 
 A study of the transportation system of Erie indicates that its system is in- 
 adequately laid out and operated, to meet the needs of the city in an efficient 
 and economical way both as regards the passenger and the transportation com- 
 pany. Investigation shows that useless car mileage is being operated, that the 
 company must be losing a large number of riders by not satisfying the public 
 with direct routes, that it is losing a large number of fares because of the ability 
 of a passenger to ride to the center of the city and back on a single fare and one or 
 more transfers, because of improper track lay-out, and that the riding public is 
 losing a vast amount of time and the traction company a vast number of car-hours 
 due to the waste of time necessary in operating over a single track system with 
 improper facilities for switching and turning. 
 
 RE-ROUTING AND EXTENSION 
 
 In order properly to meet the demands of growing Erie, to facilitate the 
 operation of cars, and to properly route them to the best advantage of both the 
 public and the traction company, it is recommended that the following extensions, 
 new lines, loops, switches, improvements and re-routings be immediately con- 
 sidered : 
 
 The extension of the double track line on State Street, as a double track line south 
 to 26th Street, is of great importance. This will make a better route for the East 
 26th Street line than the present one through French Street, and will open up South 
 State Street for business purposes and the country immediately to the south for 
 residences. 
 
 The double tracking of the East 18th Street line to the city line, and the improve- 
 ment and double tracking of this line in the direction of Wesleyville, is urgently rec- 
 ommended. This will permit faster and more reliable service to be operated on 
 this line in the city, and where it is now considerably built up beyond the city 
 line. With a double track, this route could be extended without the necessity of 
 operating any more cars on the line because present delays could be cut down. 
 
 The double tracking of the East 26th Street line nearly to its present terminus 
 on Ash Street, and the extension of same as a double track to Elm Street, is important. 
 
TRANSPORTATION 
 
 107 
 
 This extension will give transportation to a fast growing section of the city now 
 entirely without transportation facilities, and bring within easy reach a consider- 
 able area within the city limits still unbuilt upon. The double tracking of this 
 line and its extension will permit this section to be quickly reached from the rest 
 of the city. 
 
 The West 12th Street line should be extended across State Street and through 
 East 12th Street as a double track line. It has been shown by car-riding observa- 
 tions and by an analysis of the transfers, that the tendency of West 12th Street 
 and East 11th Street riding is from one line to the other. This fact, together with 
 the one that East 12th Street is a logical street for a cross-town line because of its 
 relative location, indicates that these two lines should be "tied up", the single rail 
 removed from East 11th Street, a double track constructed in East 12th Street, 
 and the East 12th Street and West 12th Street lines operated as one system. It 
 may serve the purpose quite as well at the present to construct a single rail in East 
 12th Street and to operate such a cross-town line one way over the old rail in East 
 11th Street and the other way over a new rail in East 12th Street. This method 
 of routing would necessitate operating this line one block on State Street and turn- 
 ing cars in and out of traffic on that street. As time goes on this will congest 
 matters not only in this block, but also for a considerable distance each side of 
 State Street, and might be a difficult thing to eliminate this condition if once in- 
 stalled. On the other hand franchise stipulations might make it difficult to re- 
 move the rail from East 11th Street. 
 
 Routing the East 11th Street and West 12th Street cars in this manner in- 
 stead of down State Street would cut down the car mileage a total of 245 car- 
 miles a day for these two lines, so that the traction company could correspondingly 
 increase the service on these lines, or on others, without increasing present oper- 
 ating expenses. This reduction in car-miles operated on these two lines should 
 effect a saving of about $42.00 per day. 
 
 It has been suggested that the West 12th Street line might to advantage be 
 tied in with the West 8th Street or West 4th Street lines so as to form a belt ser- 
 vice. Although there would be nothing about it prohibitive from an operating 
 standpoint, such a route would appear on its face to be illogical, because the dis- 
 tance from 12th to 8th Street is so short that a person could walk from one point 
 to another quicker than he could wait for a car and ride. Moreover, the great 
 majority of people who work in West 12th Street (essentially a factory street), 
 do not live in West 8th Street. It will be pointed out later that the West 4th 
 Street line can be tied in with another line to better advantage. 
 
 Moreover, car riding observations and transfer data show no demand for such 
 a route for the West 12th Street line, and they do show conclusively that the 
 West 12th Street line should be operated easterly across town. Out of 685 trans- 
 fers issued from the West 12th Street line on June 12th from 6 A. M. to 8 P. M., 
 to the ten other lines, 314, or nearly 50 per cent., were issued to the lines on East 
 
108 
 
 GREATER ERIE 
 
 11th Street and East 6th Street. Furthermore, the majority of passengers board- 
 ing cars in West 12th Street and transferring to East 6th Street were probably 
 bound to points that could just as well be reached by going all the way through 
 East 12th Street. No doubt a number of passengers transferring from West 12th 
 Street cars to East 6th Street cars, boarded West 12th Street cars in State Street, 
 where any other car operating north on State Street would have done just as well. 
 Car-riding observations indicate that there is a good deal in this last statement. 
 Again, it would seem that West 12th Street passengers transferring to East 6th 
 Street and getting off along East 6th Street line, live principally on 6th Street or 
 south of there. That is they move in the direction of 12th Street so that if cars 
 continued right across 12th Street, passengers could reach their destination quite 
 as quickly as by going down State Street and then transferring. This last state- 
 ment is borne out by the fact that transfer from West 12th Street to East 4th 
 Street is comparatively light and that the territory northerly of 4th and 6th 
 Streets is not residential in character. 
 
 The East 6th Street line should be double-tracked from French Street to East 
 Avenue, thereby completing this line as a double-track line throughout its entire length. 
 It seems incredible that so small a part of such an important line should remain 
 with a single track, particularly as this traverses the most important section of 
 the city, it being that part of the line leading into the heart. The situation could 
 quite readily be understood if the easterly part of the line were single track, be- 
 cause there has never been a need that all cars go through to the end of the line. 
 The single track distance is a little over a mile, or approximately, in round, num- 
 bers, about one quarter of the entire route. It seems unreasonable that so small 
 a part of a line should determine the ultimate capacity of the whole system. 
 
 This line runs through a well-built-up section of the city, has several large 
 plants along the route, and terminates in an amusement park at one end of the 
 line and at an important and busy center of the city at the other. This street 
 has a 36-foot roadway from French Street to East Avenue, so that cars can be oper- 
 ated in a double track without interfering with other street traffic. 
 
 The East 4th Street line on Parade Street should be extended south on that street 
 from 14th Street and continued on Parade Street to the end of that street at 28th Street. 
 From this point this line could then be extended in due time out Pine Street 
 (Wattsburg Road) in the direction of Belle Valley, thus making this beautiful 
 and nearby country very accessible. The route of this East 4th Street line would 
 then be directly out Parade Street instead of turning East on 14th Street and 
 wandering along various streets to its present terminus at 25th and Pennsylvania 
 Avenue. A line routed the way this one now is from Parade and 14th Streets is 
 always a difficult line to operate satisfactorily to the public or to the traction 
 company, and does not logically fit in with a comprehensive system applicable to 
 the rectangular block lay-out of the City of Erie. Moreover, car-riding obser- 
 vations indicate that the extensions of the East 26th Street line and the routing of 
 
TRANSPORTATION 
 
 109 
 
 this 4th Street line up Parade Street, together with the East 18th Street and 
 Bast 12th Street lines, will take all of the territory now served by the present 
 route of this part of this 4th Street line. The East 26th Street and Parade Street 
 extensions will also open up new fine areas. One very great point in connection 
 with these proposed changes is that the total length of the East 12th Street and 
 Parade Street extensions is about the same as that part of the present Parade 
 Street line east of Parade Street, so that considerable new territory can be opened 
 up in addition to serving the old territory adequately without adding to the present 
 car mileage. 
 
 The West J+th Street line should be extended west one block to Raspberry Street 
 so as to reach as far as possible into the territory in the northwest corner of the city 
 and to make connection with a north and south cross-town line which would probably 
 have 4th and Raspberry Streets as its northern terminus. It is also believed that the 
 public would be better served and that the traction company would pick up many 
 additional riders if this line was operated south on State Street instead of termi- 
 nating at that street. There is no question that a number of people who live in 
 West 4th Street walk to and fro between their homes and State Street every day 
 rather than board a car on State Street and then transfer to a West 4th Street 
 car. The park offers rather an attractive walk and shortens it to some extent, 
 and many people would rather take the walk than put up with a transfer and 
 possibility of a long wait. 
 
 This West 4th Street line could be tied in and made part of one of the lines 
 running up State Street — say the West 26th Street line. Thus the proposed 
 change of route could be carried out without increasing the car-mileage. 
 
 The proposition as to whether or not the West 4th Street line should be 
 double tracked is an open one. It cannot be done to advantage in West 4th 
 Street because the roadway is too narrow, being 29 to 30 feet most of the way, 
 and because of the many fine trees close to the curb which makes widening, out of 
 the question. If this line is to be double tracked therefore, the second track 
 would have to be laid in another thoroughfare, probably West 3rd Street. 
 
 Another thing to be considered in connection with this is that the West 4th 
 Street line is the shortest line in Erie, being only 1.18 miles in length, and without 
 any grade crossing to interrupt its steady operation. West 4th Street, however, 
 is 32 feet wide from State Street to Sassafras Street, or for a distance of about 
 0.23 miles. So much of this line could therefore be double tracked, which change 
 would no doubt materially assist in the operation of this line by securing a more 
 uniform headway. 
 
 In order to operate this line south into State Street, a curve into each track 
 is necessary. They should be installed at once. 
 
 The West 8th Street line should be double tracked throughout its entire length 
 from State Street to Waldameer Park, and better terminal facilities provided at State 
 Street. This is one of the heaviest lines in Erie, and a great many passenger- 
 
110 
 
 GREATER ERIE 
 
 hours and car-hours are lost because of single track operation. With a double 
 track the traction company could give more frequent and more uniform service 
 with the same amount of equipment, and the passengers would save a great amount 
 of time. There are nine turn-outs between State Street and the Park, in a dis- 
 tance of 4.75 miles. The scheduled speed over this distance is 24 minutes, or less 
 than 12 miles an hour if the schedule is maintained. This is certainly not a very 
 high average speed when it is considered that at no part of this route is there any 
 congestion to operate through and that the greater part of it is through open 
 country. 
 
 Unfortunately the roadway of West 8th Street from State Street to Cascade 
 Street is only 30 feet wide. This is too narrow on which to efficiently operate a 
 double track street car line, and as the street is lined on both sides with fine trees 
 immediately next the curb, widening is out of the question. The logical opera- 
 tion therefore would be to operate one way through West 7th Street from State 
 Street to Cascade Street, thence through Cascade Street to 8th Street, from 
 which point west a double track can be laid on 8th Street. Thus a loop would be 
 formed at the eastern end of the line via 7th Street, State Street and 8th Street, 
 so that trailer operation could be handled to advantage and cars loaded and dis- 
 patched without delay. 
 
 The advisability of operating this line and that on East 6th Street as a cross- 
 town line should be carefully considered, particularly during the non-summer 
 season when the amusement traffic does not have to be considered. 
 
 The West 18th Street line and the West 26th Street line, between Cascade and Cran- 
 berry Streets, should be double tracked. The latter would complete this line as a 
 double track route. The present rapid building up of the western end of this 
 line should be carefully watched and its double tracking and operation extended 
 westward so as to keep just a little beyond such building. 
 
 A north and south line should be constructed immediately along the westerly 
 edge of the city. Such a line would serve to tie in the cross-town lines through 
 the westerly section of the city, so that more direct communication might be se- 
 cured between the various intersecting routes without going three-quarters the 
 way around a circle via State Street. Such a line would also stimulate building 
 along the entire extreme western border of the city and open up this now prac- 
 tically inaccessible area. 
 
 In routing such a line, care should be taken to run it through streets of suf- 
 ficient width for double track operation, or that can be readily made so, and also 
 through streets not yet fully improved. At the same time such a route should 
 also serve a territory that is to some extent built up and yet make available terri- 
 tory not yet fully populated. As far as possible it should also connect places of 
 employment with possible residence areas. 
 
 It is believed that a line covering a route beginning at 4th and Raspberry 
 Streets, and running thence along Raspberry Street to 8th Street, thence on 8th 
 
TRANSPORTATION in 
 
 Street to Cranberry Street, and thence on Cranberry Street to 26th Street, would 
 be found profitable. Such a route would fulfill all of the foregoing conditions and 
 tie in the factory section of North 12th and West 18th Streets with the residence 
 sections north and south of these streets. 
 
 It may be that after further consideration and a more detailed study, some 
 other route might be found a better one because of certain conditions, but it is 
 essential that there should be some such north and south line. 
 
 It is believed that such a line would pay soon after operation began, because 
 it would open up to direct communication points now extensively covered by walk- 
 ing and by bicycles, because of the long route that has now to be taken by trolley. 
 Such a line would tend to make the city expand westerly and further away from 
 the shopping, business, amusement, and civic centers of the city, and in order to 
 reach such sections the cars would have to be resorted to. 
 
 The possibility of other north and south lines between this westerly line and 
 State Street, should also be kept in mind. 
 
 The possibility of a north and south line on the east side, should also be looked 
 into and kept in mind. It would seem that East Avenue would provide a natural 
 route for such a line. Because of the railroad yards, this is the first north and 
 south street for a considerable distance, and a car line upon it would make avail- 
 able a considerable area in the fast-growing southeasterly section of the city as 
 residences for the factory workers employed in the northeasterly and easterly 
 section. It would also tie in the East 6th and East 18th Street lines, the new 
 ones suggested for East 12th Street, and the proposed East 26th Street extension. 
 This might involve a special bridge over the P. & E. R. R- tracks. In time, such 
 a line could be extended south to meet the suggested Belle Valley line at the 
 Wattsburg Road. 
 
 It seems very likely that the eastern secton of the city will develop into the 
 important industrial section, and good transportation facilities will facilitate this 
 growth. There are some large plants located there now, of an expanding char- 
 acter, and the commercial harbor is projected on the same side of the city, the 
 center of which will be near the end of East Avenue. 
 
 An East Central Park loop should be provided. The tracks now almost encir- 
 cling this park should be extended and connected by curves so that East 6th 
 Street and State Street cars can loop this park. This can be done at a compara- 
 tively small expense, and should be done immediately. 
 
 The congestion of cars on North Park Row resulting from the present inade- 
 quate terminal facilities at that point, is a familiar sight to everybody in Erie, 
 and should not be tolerated any longer. 
 
 With such a loop, it would be unnecessary to operate all of the State Street 
 cars below North Park Row. There is no passenger demand for such service 
 below this point, and it seems unreasonable to operate so much additional mileage 
 
112 
 
 GREATER ERIE 
 
 CITY of ERIE 
 
 PENNSYLVANIA 
 
 GENERAL PLAN 
 
 SHOWING 
 
 TRANSPORTATION R0UTL5 
 
 PRESENT and PR0P05ED 
 
 scale; 
 
 JOHN NOLC-N 
 
 CITY PLANNE.R 
 
 t PCOODRICH co, stN6 «| TRANSpoR N 
 
 Fir. UPE.R1J 
 
 VAtJ Z LANE TW 
 
 CITY PLANNING COMMITTEE. 
 
 rtf£ BQMit r» TXAOZ or £ftilZ 
 
 »• *•. mi Aug 
 Sianop HQt,eito /4/rAjct. 
 ■/*' THew o/r/iWot,o -J* 
 
TRANSPORTATION 
 
 113 
 
 LEGE.ND 
 ROLLED SYSTEM 
 
 Prlsent Single. Track 
 Present Double Track 
 Profoseo SiN&Lfc- Track 
 Proposed Double Th*<* 
 Possible. S1N6LE. Track 
 Possible. Double Track 
 
 ^vw iJ.va; 
 
114 
 
 GREATER ERIE 
 
 just to reach switching facilities so that a car can be turned back over the other 
 track. 
 
 The total number of north-bound cars operated on State Street north of 
 North Park Row on Thursday, June 25, was 458 between 6 A. M. and 8 P. M., 
 and those cars carried only 1,400 passengers, or an average of but 3 per car. The 
 total number of cars operated out of this section southward on State Street north 
 of North Park Row was 454, carrying 1,924 passengers, or an average of 4 per 
 car. When it is considered that Peach Street cars had a great many more than 
 their usual loads due to the Moose Carnival, and also that Thursday was bar- 
 gain day in the State Street shops, even this very low average per car was above 
 normal. Of this total number, 1,914 were transfer passengers to and from the 
 4th Street lines. 
 
 Trolley Freight Station, Second and State Streets, Erie 
 
 The difference in mileage between present operation and that around a loop 
 would be nearly a half mile per car. But the difference in time would be very 
 much greater because much is now lost because of poles, fenders and fare boxes 
 having to be changed, and because a car invariably has to wait to take the cross- 
 over. The time saved would be on the average about 5 minutes, so that it can 
 be seen that with a loop operation more frequent service could be given at other 
 points where most needed, without additional cost, simply by looping some of the 
 State Street cars. Congestion will also be obviated by looping the East 6th Street 
 cars and trailer operation can be efficiently carried on. 
 
 Inter urban Lines. With the new line in operation in the direction of Belle 
 Valley, lines will reach out radially from Erie in every possible direction. This 
 
TRANSPORTATION 
 
 115 
 
 route is of enough importance to warrant careful exploitation. It may be that 
 feeders to this line could be built and operated to advantage. In this connection 
 a thorough knowledge of the surrounding country for many miles should be ob- 
 tained greater than was possible during the brief period of investigation available. 
 Generally speaking, however, it is believed that a good foundation has been laid 
 for developing this phase of the work. 
 
 An item of prime importance is that adequate terminal facilities should 
 immediately be provided in Erie properly to serve the passenger and freight 
 traffic handled by these interurban lines. 
 
 The present passenger terminus on North Park Row seems to be ideally 
 located, and with better switching facilities installed as suggested, this condition 
 could be met. It is essential that interurban lines should reach into and through 
 the very heart of the city. 
 
 Freight Houses of the Interurban Lines in Indianapolis. While these buildings, pour in num- 
 ber, ARE APPARENTLY LOCATED TOO CLOSE TO THE STATE CAPITOL, IT IS SAID THEY ARE WELL 
 APPOINTED FOR THE CONVENIENT AND ECONOMICAL TRANSFERRENCE AND DELIVERY 
 OF PACKAGE FREIGHT IN THE COMMUNITY SERVED 
 
 The determination of the proper location for a freight station is more com- 
 plex. Inasmuch as combination passenger and freight cars are operated, the 
 freight station should be along the route common to all interurban lines. The 
 present passenger terminus is the only such point, but the surroundings prohibit 
 absolutely the handling of freight at this location. The present freight station on 
 State Street in connection with the car barns is deficient in that it is not easily 
 accessible for cars and those wishing to use them. 
 
 It seems that a combination passenger and freight station might to ad- 
 vantage be established on the west side of State Street just south of 13th. Such a 
 
116 
 
 GREATER ERIE 
 
 site would be accessible from State Street and also from Peach Street, and no 
 doubt very good facilities could be worked out at this point. The Buffalo cars 
 could be brought up State Street to this location and thus better distribute their 
 loads. This site would be in the center of the city and adjacent to where we 
 believe the new Union Station should be erected, that is where the steam railroad 
 lines cross over State Street. 
 
 A Union Station to serve its purpose should be centrally located and easily 
 reached from every part of the city. State Street will always be the main 
 thoroughfare of Erie, and all surface lines will operate through that street or 
 have direct connection with it. 
 
 CARS AND BARNS 
 
 Car Barns and Shops. The traction company has just one barn, with shops 
 in connection. This system is seriously defective. 
 
 The car barns and shops of a large system should be distributed so as to re- 
 quire the least amount of "dead mileage." This matter should be investigated 
 very carefully. It would seem that in the present time another barn could be 
 located to great advantage in the western section of the city. Such a location 
 would permit cars to begin to get their loads on leaving the barn, and the run 
 could be finished, carrying good loads right up to it. 
 
 The riding is from west to east in the forenoon, and from east to west in the 
 afternoon. The north and southwesterly line suggested would help to distribute 
 cars properly, to and from such barn. 
 
 For similar reasons the matter of a barn location on the east side should also 
 be looked into. 
 
 No definite location can be suggested at this time because a knowledge of 
 local real estate conditions is essential to such a determination, and time was not 
 available to go into this point. The fact stands out, however, that although for 
 some lines and purposes the present facilities in this respect are ideal, yet they 
 are not sufficient, and do not economically serve the entire city. 
 
 Cars. The system is also lacking in the matter of equipment — that is to say 
 in numbers, and in some respects in design of cars. At the present time, all the 
 equipment possessed by the company is either on the road or in the shops. All 
 cars should be some kind of prepayment type, because they provide a safer vehicle 
 for the passenger and a more economic one for the company. It should be real- 
 ized that the art of car design has not as yet been standardized, so that this 
 phase of street railway operation should be carefully investigated. The manner 
 of boarding and leaving cars should be carefully studied so as to be made safe 
 and speedy under all conditions. The proper seating arrangement should receive 
 attention, so should also the size and weight of the car. 
 
 The present scheme of showing the routes and designations of cars is entirely 
 inadequate, insufficient and confusing. Cars should be more clearly and plainly 
 
TRANSPORTATION 
 
 117 
 
 marked, and should also carry side destination signs. Such signs would be a 
 very great convenience to the public, for at the present time unless one sees a car 
 as it approaches, it is impossible to tell to what line it belongs, and where it is 
 going. This is particularly aggravating with regard to cars on State Street where 
 so many different lines are operated. 
 
 A company should anticipate the growth of a city and certainly with new 
 extensions and lines, more equipment will be needed. 
 
 CONCLUSIONS 
 
 These various suggestions may be subject to revision after more detailed and 
 extended study. It is sincerely believed, however, that every one of them deserves 
 serious and immediate consideration. 
 
 No attempt has been made to investigate the present service as to its ade- 
 quacy as far as frequency and amount is concerned. Such an investigation would 
 require a considerable period of time and an exact knowledge as to car and pas- 
 senger movements. From what has been seen on the surface, however, it is be- 
 lieved that such an investigation would be a paying investment to the street car 
 company. 
 
 Such long headways as are used on the lines in Erie cannot possibly serve the 
 public conveniently, nor can they develop business for the company. This is 
 clearly indicated by the great use of bicycles and the many walkers. 
 
 In conclusion and in general it has been found that there should be a more 
 harmonious co-operation between the city and the traction company. Each 
 needs the other. This can best be brought about by a kind of partnership. Cer- 
 tainly the company should pay something for the use of the streets, and it is be- 
 lieved that Mayor Stern's suggestion in this matter as contained in his 1913 
 message should be acceptable to the company. Some such financial arrangement 
 would produce a better and more wholesome interest in each other. 
 
 It is recommended that the traction company should begin at once to work 
 out and speedily conclude a scheme of expansion. 
 
 A great amount of time and money is lost both to the people and to this 
 company with the present facilities. No single interest is to blame for these con- 
 ditions, every one connected is guilty. 
 
 The City of Erie is well laid out so as to admit of an admirable street railway 
 system if the situation is comprehensively treated in time. It is believed that now 
 is the time to go at this problem, and to go at it with vigor. 
 
 Care should be taken now so that there can be no congestion in the future 
 and so that the city will continue to grow in all directions. From now on, the 
 traction company will become a greater factor in the affairs of the people of Erie, 
 because the city is now beginning to grow beyond the walking limit. For this 
 reason the railway company should be willing to expand ahead of the city so as 
 to direct this growth to the best interests of the community, and in turn reap its 
 legitimate reward as walking becomes more and more impossible. 
 
118 
 
 GREATER ERIE 
 
 ADDENDA 
 
 The following items should be included in any complete examination of such 
 a transportation system as that of Erie. 
 
 I. Present Physical Conditions: 
 
 A. Of the City. 
 
 1. Population; past, present and future. 
 
 (a) School attendance. (b) Directory names. 
 
 2. Industry; past, present and future. 
 
 (a) Bank clearings. (e) Street car rides. 
 
 {b) Postal receipts. (/) Railroad tonnage. 
 
 (c) Telephone calls. (g) Water-borne freight, etc. 
 
 (d) Value of manufactures. 
 
 3. City maps ; past and present. 
 
 (a) Streets. 
 
 (b) Plots and additions. 
 
 (c) General city plan. 
 
 (1) Lines. 
 
 (2) Grades. 
 
 B. Of the Street Railroads; past, present and future. 
 
 1. Routes. 4. Cars operated. 
 
 2. Traffic statistics. 5. Transfer facilities. 
 
 3. Track mileage. 
 
 II. Service and Routing: 
 
 A. In the congested district 1 
 
 B. In the out-lying district] 
 
 1. Traffic counts 
 
 2. Rush-hour service 
 
 as to 
 
 « , r as to 
 
 3. Transfers, 
 
 (a) Re-routing 
 
 (b) Re-scheduling 
 
 (c) Betterments 
 
 (1) Trackage 
 
 (2) Cars operated 
 C. Modifications. 
 
 1. In city plan with special reference to street car facilities. 
 
 (a) Street extensions. 
 
 (b) Street widenings. 
 
 (c) Subways under steam roads at crossings. 
 
 2. In railroad systems. 
 
 (a) Re-routing. (d) Additional equipment. 
 
 (b) New trackage. (e) Proper operation. 
 
 (c) Re-scheduling. (/) Car design. 
 
TRANSPORTATION 
 
 119 
 
 D. Resulting improvements in 
 
 1. Car miles operated. 
 
 2. Reduction of delays and saving of time to riders. 
 
 III. Franchises and Legal Requirements: 
 
 1. City charter and amendments. 
 
 2. Franchises and agreements with other railroad companies. 
 
 3. Possible modifications of franchises and methods to bring 
 
 them about. 
 
 IV. Finances : 
 
 A. Past and present. 
 
 1. Capital. 
 
 2. Gross earnings. 
 
 3. Operating expenses. 
 
 (a) Maintenance of way. 
 
 (b) Maintenance of equipment. 
 
 (c) Labor costs. 
 
 (d) Administration and miscellaneous. 
 
 (e) Taxes. 
 
 4. Profits. 
 
 B. Future. 
 
 1. Capital for betterments. 
 
 2. After completion of modifications. 
 
 (a) Estimated gross earnings. 
 
 (b) Estimated operating expenses. 
 
 (1) Maintenance of way. 
 
 (2) Maintenance of equipment. 
 
 (3) Labor costs. 
 
 (4) Administration and miscellaneous. 
 
 (c) Estimated profits. 
 
 (d) Taxes and division of earnings with municipality. 
 
 C. Advantages and disadvantages of municipal ownership. 
 
 Note — With the financial status of the company in its present condition it 
 would seem that a very opportune time had arrived at which to discuss the matter 
 of acquisition of the street railroad by the municipality. Similar propositions 
 have been carried out in Cleveland and Detroit, and are now in process of nego- 
 tiation in Los Angeles. The community need not necessarily undertake munic- 
 ipal operation, but may contract that portion of the problem, on the basis of a 
 division of profits, if found desirable. 
 
 Respectfully submitted, 
 
 E. P. GOODRICH, 
 
 Consulting Engineer. 
 
 F. Van Z. LANE, 
 
 Traffic Expert. 
 
QUR doubts 
 are traitors 
 And make us lose 
 the good we oft 
 might win □ □ 
 By fearing to 
 attempt □ □ \ZJ 
 
 SHAKESPEARE 
 
THE WATER FRONT 
 
 HE water front of Erie is peculiarly well situated for a great 
 business in the future and as soon as Erie gets ready for it the 
 business will come. Business in water-borne commerce almost 
 never knocks at the door of a city and asks for entrance. Ships 
 land where the piers are ready to receive them, and when Erie 
 provides the piers she will find ships alongside ready to do business. 
 
 The harbor of Erie so far as nature has a hand in it, is undoubtedly the finest 
 on the Great Lakes. Toronto is the only one that can compare with it. This 
 water front outside of the street ends is now owned and controlled, as I am in- 
 formed, by the Pennsylvania Railroad and is almost unused for commercial pur- 
 poses, save the Anchor Line which is an adjunct to the Pennsylvania Railroad, 
 and the fish boats. I am informed that the street ends belong to the city and 
 the land in the Bay opposite the street ends belongs to the city to the full width 
 of the streets. This is sufficient for the city to control the water front without 
 buying any additional land unless forced to do it. The streets are from sixty 
 to one hundred feet wide. This, perhaps, is wide enough for piers for lake traffic. 
 The great Chelsea Piers of New York City, the largest and best in the city, are 
 but 800 feet long and 80 feet wide. In fact the construction of the Chelsea Piers 
 is a very satisfactory model in almost every way for the Erie Piers, with this ex- 
 ception, that the piers should be constructed so that all railway tracks should 
 connect with them and switch tracks be constructed the full length of the pier, 
 either in the middle of the pier or on the extreme outside, or both. 
 
 To get the greatest use out of the pier, tracks should be built in the middle 
 of the pier and proper freight handling devices used to carry the freight from car 
 to vessel and vice versa without using the hand truck. Automatic carriers should 
 do most all of the work. 
 
 If the traffic is rapid, however, the large part of the business is direct from 
 car to vessel and vessel to car, and tracks should be built also on the outside of 
 the shed of the pier as it saves a great deal of time in the handling of freight. The 
 ideal form for the Erie piers as I see it would be to make them 100 feet wide oppo- 
 
122 
 
 GREATER ERIE 
 
 site the street ends and have them reached by overhead approaches from the 
 street to the second story of the shed. Each of these sheds should be built in 
 such a way as to leave ample space for one line of cars outside the shed on each 
 side of the pier. They should be so constructed as to support on the outer edge 
 of the pier the track bearing the legs of half-arch gantry cranes which should also 
 find support on an I beam on the second floor of the shed. These half-arch gan- 
 tries should each support a swinging crane. 
 
 With this form of freight handling device unloading can go on direct from 
 the ship into the cars and at the same time direct from the ship into either story 
 of the shed, and cars can be shifted without interfering with the work of the cranes. 
 
 Unloading Ships at the Long Dock — Manchester, England 
 
 The floor of the shed should be on a level with the floor of the car and the shed 
 should be so equipped with overhead apparatus as to unload any piece of freight 
 from any part of the interior of the shed into any car about it. 
 
 With piers constructed in that way, I have no doubt but that they would so 
 attract the package freight business that it would increase the commerce of Erie 
 wonderfully, and make it a much more desirable place for manufacturing, and the 
 establishment of industries and businesses of every kind. We have no piers in 
 America that would compare with such piers there and furthermore they are not 
 an expense — they are an income bearing investment, and the income from them 
 would take care of the sinking fund, depreciation, maintenance, interest on bonds 
 
DEVELOPMENT OF COMMERCE 
 
 123 
 
 and everything else, and leave a substantial amount for further development or 
 the reduction of the city's tax rate. 
 
 These piers should be two-story, both with very heavy floors capable of sus- 
 taining a great weight. 
 
 The stories should not be less than 18 feet in height and 20 would be better. 
 Both should be constructed with a view to using some form of overhead carrier. 
 Incidentally, I am of the opinion that all pier sheds should be built with a flat roof 
 of strong construction so that the roof may be used for certain classes of freight 
 that will stand the weather if needed, and also for recreation purposes. There 
 is no place in the world where people are more entertained than by observing the 
 water life and water commerce and no place where they will get better air and 
 better surroundings. 
 
 Every pier should have indirect rail connection with every railroad entering 
 the city, and that railroad should be a terminal railroad controlled by the city in 
 the same manner as the piers. 
 
 A reasonable terminal charge should be made for the use of piers and ter- 
 minals by all railroads entering the city on absolutely equal terms. 
 
 If I am correctly informed the distance between streets is 330 feet. This is 
 about the proper width to have between piers and in the construction of the pier 
 enough material can be gotten from making the slip to make the necessary filling 
 for the pier after the sea-wall is constructed. I would not advise allowing any 
 intermediate piers being constructed, and in this way congestion will be prevented 
 and all traffic equally well served. No private competition should be permitted 
 on the water front in the way of privately owned piers. 
 
 When the ship owners of the lakes learn that Erie has a harbor that does 
 business absolutely "on the level," and with no temporary reductions of rates nor 
 advancing of rates to upset business, they are going to use the port of Erie. 
 
 These piers should be 1,200 feet long at least, so that the greatest possible 
 use can be made of them by shippers. Time is a wonderful element in modern 
 commerce. While the ship is lying alongside the pier it is making no money. 
 Like a freight car it must be on the move to make money for its owner. The piers 
 must be constructed and equipped so as to enable the ship owners to get their 
 loads on and off and get on the move again in the very shortest possible space of 
 time. 
 
 The pier should be supplied with every modern convenience to assist him in 
 this effort. The land end of the pier should be the end used for the unloading, 
 and all of the unloading machinery should be arranged at this end of the pier. 
 The outer end should be the loading end with all the machinery used for loading 
 at that end of the pier. Cranes should be provided in abundance at least four 
 half-arch gantry cranes on each side of the pier for heavy traffic. 
 
124 
 
 GREATER ERIE 
 
 Cranes can be used, either on the roof of the pier, or crane tracks can be 
 provided on the outer edge of the pier or half-arch gantry cranes can be used with 
 the rail on the outside of the pier and on an I-beam opposite the top of the first 
 story of the shed. The interior of the shed should be provided with modern 
 electric devices for the handling and piling of the freight so as to cheapen the 
 handling of it and facilitate commerce by lessening the time of handling it. These 
 devices pay for themselves many times over every year. At least one new pier 
 should be kept ahead of the port's immediate needs because it will be needed to 
 attract commerce, and the people of Erie must keep it before their minds that com- 
 
 One of the Fish Industries of Erie 
 
 merce is attracted and that the magnet must attract it or it will not come. A 
 finished pier ready for use properly connected up with all the railroads is a magnet 
 that will draw commerce from anywhere. 
 
 Another thing that Brie needs and I think could easily arrange, is a modern 
 fish pier and equipment. This pier should be considerably more than 100 feet 
 wide, perhaps twice that width or even more and it should be long enough and 
 large enough to handle all the fish business now in Erie and capable of consider- 
 able enlargement. It should be equipped with every possible modern convenience 
 for the quick, sanitary and economical handling of fish. It should have its cold 
 
DEVELOPMENT OF COMMERCE 
 
 125 
 
 storage arrangements, it should have offices and packing and shipping rooms. 
 There should be dressing rooms and all conveniences for the people that are em- 
 ployed there. 
 
 It should be made of concrete so that it can be thoroughly washed every day 
 and the floors should have rounded corners so that no unsanitary conditions could 
 possibly arise. This pier should be owned and constructed by the city as all other 
 water front improvements should be, and either let the fish people combine, if 
 thought best, and build their own buildings on the pier in strict conformity with 
 the requirements of the city in architecture, plan and everything, or let the city 
 build them and lease them. Both plans are followed with success in various parts 
 of the world. 
 
 This pier should be arranged so that each man could unload his fish direct 
 from his vessel into his own premises on the pier, and the cars that take it away 
 
 Poblic Steamboat Landing, Foot of State Street, Erie. Built in 1909 by state appropriation of 
 
 $150,000.00 — Its use of necessity for the unloadinc of lumber demonstrating 
 
 the imperative need of commercial piers 
 
 should be arranged to be right at the proper spot for each man on the pier to use 
 it. In this way such an enormous saving can be made to the fish men that it will 
 pay them many times over; and secondly, it can be used as an advertisement 
 throughout the world much to the benefit of Erie, and would be money well spent 
 as an advertisement even if it did not bring in a dollar of income; but it will bring 
 in an income and will pay big from the start. 
 
 I would suggest as a model, two or three of the new fish piers on the Amster- 
 dam Canal, one at Grimsby, England, and the new pier at Boston now being 
 constructed, as models from which to make suggestions to meet the needs of Erie. 
 The Hamburg plan for taking care of fish waste and remains should be followed. 
 I might suggest here also that Erie should see to it that better laws are passed in 
 Congress for the protection of the fishing industry and the fish in the Great Lakes. 
 
126 
 
 GREATER ERIE 
 
 A study of the port needs and a perfect equipment to meet those needs is 
 necessary in order to attract the commerce. Those ports and cities in the world 
 succeed best that make the best special arrangements for some particular kinds 
 of commerce. If Erie provides the most excellent fish pier and accommodations 
 in the world, it will attract from all over the United States, the fish man to that 
 point, and no other place less excellently equipped can hope to compete with it. 
 
 Municipal Lumber Piers — Baltimore, Md. 
 
 These piers are a part of the pier system which, under the management of the harbor board, have 
 been self-supporting, including interest and sinking fund. briefly, the revenues of the piers 
 
 COME UNDER THREE HEADS: LEASES, PER DIEM RENTALS OF WHARFAGE AND DOCKAGE- In LEASES, 
 UNDER LONG TERMS, THE RENTAL IS 36 CENTS PER SQUARE FOOT PER YEAR. On THE LUMBER AND 
 OTHER PIERS NOT LEASED BUT OPEN TO GENERAL USE THERE ARE SCHEDULES WHICH COVER 
 MERCHANDISE OF EVERY CHARACTER. FOR EXAMPLE, THE RENTAL ON LUMBER IS 15c 
 PER 1,000 FEET FOR 10 DAYS OR LESS TIME; BALES OF COTTON, 4c PER BALE PER 
 DAY; FLOUR lc PER BARREL PER DAY, ETC. VESSELS LAYING AT THE MUNICIPAL 
 PIERS TAKING ON OR DISCHARGING CARGOES ON WHICH WHARFAGE IS COL- 
 LECTED ARE NOT TAXED FOR DOCKAGE, BUT OTHERWISE THE SCHEDULE 
 
 is: Under s tons, 50c; 8-50 tons, $1.00; 50-150 tons, $1.50 and 
 
 OVER 150 TONS, lc PER TON. ThESE ARE PER DIEM CHARGES. 
 
 Again, the lumber business at Erie is a thing that should be cultivated with 
 great persistence and care. A large lumber pier made especially for the hand- 
 ling of lumber will attract lumber dealers from all around the Great Lakes, will 
 attract buyers from all over the country to Erie to buy lumber if it provides the 
 right sort of arrangement. It is difficult to make a lumber pier too large. All of 
 the pier can be used for storage that is not used for the direct handling of lumber. 
 A pier as wide as 300 feet would be perfectly proper for lumber, leaving a space 
 something like 80 or 100 feet in the center for a first-class shed to protect higher 
 grades of lumber and finished lumber on such proportion of the length of the pier 
 as circumstances require. 
 
 On each side of this shed should be left a space (on a 300-foot pier) of at least 
 100 feet in the clear for the piling of the lumber direct from the vessel. What 
 eats up the profit in lumber is the handling of it. If piers should be provided with 
 sufficient storage room to enable buyers to take care of the lumber which is not 
 immediately sent out to other places, many handlings can be dispensed with by 
 having proper cranes to take the lumber direct from the vessel on to the storage 
 
DEVELOPMENTOFCOMMERCE 127 
 
 pile on the pier without any re-handling. And also from the vessel direct to the 
 car without any re-handling, thereby making a wonderful saving. The lumber 
 men would gladly pay a good rental for such a pier and rental sufficient to take 
 care of the sinking fund, maintenance, interest and all other fixed charges with 
 plenty of margin for improvements or extensions. The great hope of Erie is in its 
 water front. 
 
 Dry docks can be better constructed in Erie than elsewhere, and having a 
 ship hospital of this sort right at hand will make it very, very attractive to vessel 
 owners to use. I think also that the ship building industry would recognize at 
 once the desirability of locating a ship building plant here if such a dry dock were 
 constructed. It would be of great advantage to the machine shops of Erie and 
 would no doubt make a market for a great deal of heavy material. Erie is so 
 magnificently located for manufacturing of all sorts of iron and steel construction 
 in machinery and otherwise that everything of this kind that can be induced to 
 go to Erie would increase the home market and home consumption of such ma- 
 terial. This is an end very much to be desired. 
 
 THE PORT OF ERIE 
 
 The port of Erie is the only lake port of a large size the State of Pennsylvania 
 has, and for this reason Pennsylvania as a State ought to take an immense interest 
 in its development. 
 
 It is one of the great assets of Pennsylvania and it will attract capital, and as 
 the State draws a tax from all of the property in the State, it is wise for the State 
 to take an earnest interest in the development of the port of Erie. 
 
 The Pennsylvania Railroad of course is interested, but it is also interested in 
 all of the ports of Lake Erie as well as the ports farther west. It should be made 
 a transfer station for a large commerce with the west and northwest of the United 
 States and Canada on its way to New York, Philadelphia, Baltimore and Newport 
 News, from which it is almost equally distant, and is as near to them as any other 
 Lake port. 
 
 Every effort should be made by the State of Pennsylvania to have the com- 
 merce of the great northwest pass through the Pennsylvania port, and hold as 
 much of it as possible for Philadelphia and other state ports. That should be one 
 of the great pathways and highways of commerce. What is needed of course at 
 the Erie end is first class terminal facilities and then get after the railroads and 
 see that they do their part in carrying the commerce that will accumulate on the 
 water front of Erie. 
 
 The State should develop that great Presque Isle Park and make it not only 
 one of the show places of the State, but of the United States, and in fact, one of 
 the show places of the world. Erie has a right to make these demands upon the 
 State. Her Chamber of Commerce and Board of Trade and other commercial 
 organizations should look after the matter and shorten the mileage of existing 
 
128 
 
 GREATER ERIE 
 
 railroads between Pittsburgh and Erie, and thereby induce commerce to go through 
 Erie, because of the lessened rates and the shortened time. The saving of time 
 and money are the two problems uppermost in the minds of transportation men 
 everywhere. If this were done the State of Pennsylvania or the railroads or the 
 city should build a million bushel grain elevator absolutely fire-proof and equip it 
 in the most modern way for the loading and unloading of vessels and cars and 
 thereby relieve the congestion of Buffalo and build up Erie. 
 
 '*■•■! «S. 
 
 Entrance to Erie Harbor, showing Life Saving Station 
 
 It would increase the income of the railroads to haul this freight into Phila- 
 delphia and attract ships to and from Philadelphia. Ballast freight is much sought 
 after by the larger vessels. I believe that the Chamber of Commerce and Board 
 of Trade of Erie should work hand in hand with the same bodies in Philadelphia 
 and the director of the port of Philadelphia to establish this great new trade route, 
 for their interests are mutual and each is necessary to the other. There is not 
 now, and will not be in twenty years, enough storage capacity in Canada to handle 
 the grain that it will export, and there are not freight cars enough in Canada to 
 carry it away. 
 
 The effort of the future so far as Canada is concerned must be, whether it 
 desires it or not, to get the wheat to the lake front somewhere or anywhere, and 
 store every bushel of it, that it can store for shipment, after the shipping season is 
 over on the Lakes. Erie could and should fill with grain every season many 
 warehouses and elevators on its water front and thereby furnish cargo for vessels 
 and freight for trains. This seems to me one of the most attractive things for 
 the immediate future of Erie. 
 
 HARBOR CONSTRUCTION 
 
 As to harbor construction, nothing could be simpler than Erie Harbor, for all 
 it requires is that the slip be made and the anchorage basin be kept large enough 
 to meet the requirements of commerce, and this can be done gradually as com- 
 merce increases. 
 
DEVELOPMENT OF COMMERCE 
 
 129 
 
 Opposite the easterly end of the harbor is a semi-protected space which 
 should be carefully guarded for future extensions. I cannot help have the feeling 
 that Brie is bound to become attractive. For this reason the City of Erie should 
 ask the State of Pennsylvania at once to set aside for possible harbor use, the 
 shore front at least ten miles east of the present harbor entrance so that such 
 portion of that space as is needed may be preserved for the future, and I have 
 no doubt the future will require it. Perhaps not in this generation but future 
 generations will require it all ; and since Erie is now laying foundations, these foun- 
 dations must be laid adequately and well, for the city is reaching a size now where 
 it cannot help but grow if its men will do as well for Erie as people in other places 
 in America of equal size do for their city. It will be a very large manufacturing 
 center for heavy machinery and in fact everything to be made of iron and steel 
 as well as wood, for its location makes it easily possible to compete with any place 
 in the world in any of these things. 
 
 Somewhere around the shores of the Great Lakes can be found most of the 
 woods used in the manufacturing of furniture and lumber. All that is needed to 
 make a harbor for these industries east of the city is a good sea-wall running out 
 from the shore enclosing enough water surface to give their vessels ample anchor- 
 age room and turning space. The depth of the Lake here is such that it is ad- 
 mirably suited for this sort of thing, and when the sea wall is constructed that 
 portion of the dredgings which is not necessary for the construction of piers can 
 very easily be pumped over the sea wall and thereby strengthening the sea wall 
 at the same time the harbor is being made. 
 
 All slips and anchorage basins should be dredged for boats drawing in the 
 neighborhood of 25 feet. The new Welland Canal will admit of that, the new 
 "Soo Canal" is 21)^2 feet and the Livingston Channel is 23 feet and will be dredged 
 as I understand it, to 25 feet. If Erie builds its slips and piers now to meet those 
 conditions it doubtless will be among the first in the field to be able to do it, there- 
 by getting a start on the business that will be difficult to be overcome. 
 
 In some portions of the harbor where the bottom is rock the same construc- 
 tion can be used that is used on the Pennsylvania pier now there, that is, I-beams 
 set in the rock backed by concrete, thereby making a pier, so that any depth of 
 slip can be attained without disturbing the pier. The piers where the bottom 
 is not rock should be built on a pile foundation under its outer wall capped with 
 cement so that when the vessels of the future require greater depths, the piers 
 will not again be disturbed. 
 
 ERIE BELT LINE 
 
 Erie is the only large city on the Great Lakes that does not have a Belt Line 
 Railway. These Belt Line Railways are of far more value than they seem and 
 they are really at the present day a necessity in all large cities and almost all large 
 western cities have them. 
 
130 GREATERERIE 
 
 The purpose of the Erie Belt Line Railway is not purely an industrial railway; 
 that is really no more than one-half of its purpose. The other half is the shifting 
 of cars, especially freight cars, in whole trains, or in part, around the city and 
 outside of the city, so as to prevent freight congestion and other terminal conges- 
 tion in the city. This is something all cities feel very much in need of after they 
 reach say fifty thousand inhabitants. Now is the time to look out for it in Erie. 
 
 This Belt Line should of course begin on the piers at your water front and 
 run in on every one of them with at least one or two tracks, and extend eastward 
 and then southward and thence entirely around to the Lake front again on the 
 west of the city. These Belt Line Railways as a rule are from six to twelve miles 
 out of the center of the city, in most all cities that grow large. 
 
 Of course the Belt Line Railway can be put in as a mere one-sided affair to 
 start with, but it should connect all your railroads east of the city with the water 
 front right at the start. 
 
 Any good engineer will make you an estimate of the cost, keeping in mind 
 that it should be a double track railway always, and since every other city on the 
 Great Lakes has such a railway, does not that in itself put Erie at a disadvantage 
 in getting factories when every other city on the Great Lakes can offer so much 
 better inducements? And yet, you have this advantage over all the other cities — 
 you can make a million dollars go as far in making improvements as many millions 
 will go in almost any other city of the Great Lakes. For a million dollars you ought 
 to be able to build a fine two-story shedded pier, equipped as I stated here, enough 
 to handle four steamers at one time in the most modern way, and in a better way 
 than they are now handled at any other port on the Great Lakes, and you should 
 be able to build a double track Belt Railway to it, ultimately connecting every one 
 of the piers on the water front and out east from this pier extend your line, I 
 should say at least five miles. 
 
 Now on this five miles as I understand it, the land is now owned for factory 
 purposes and you would be able to get enough switching business from the exist- 
 ing industries to make quite a considerable income. I think five miles would 
 connect you up with all of the lines entering the city from the east. So far you 
 probably would not find it to your advantage to buy the land along this five miles 
 extensively, because existing factories already expect to extend over it. Now 
 you could easily figure the income from that five-mile Belt Line and from the 
 pier, and that income would very readily take care of an issue of one million dollars 
 of bonds and this alone would put you in a better shipping position than most of 
 the ports on the Great Lakes and you could extend the Belt Line Railroad doubt- 
 less out of the income. 
 
 Your Belt Line Railway and piers should be under the same authority and 
 that authority should have a head, elected by the people, probably assisted by 
 an advisory board, consisting possibly of one each from your leading trade organ- 
 izations and the Mayor of your city. The head man, giving his whole time to it, 
 
DEVELOPMENT OF COMMERCE 
 
 131 
 
 should receive a sufficient salary for it, the others contributing their time, unless 
 it be for a nominal sum of $5.00 or $10.00 each meeting. This may look a 
 little large to Erie, but it is not. 
 
 Erie is a large city now and must begin to think in the large and act in the 
 large. Now another thing wherein the Belt Line Railway is not industrial is that 
 when you go after other railroads east and south you must have terminal facilities 
 to offer them that are so attractive that they cannot afford to keep out. With your 
 location, with a Belt Line Railway, and with plenty of pier room (and you always 
 ought to keep one pier in the course of construction ahead of those that are used) 
 you would be surprised to see from how long a distance you would attract rail- 
 roads, because of your excellent terminal facilities and your lake outlet. 
 
 This is one of the greatest features of a Belt Line Railway in that it pro- 
 vides the railroads with ample terminal facilities at a nominal cost that would 
 otherwise cost each separate railroad millions of dollars. If there is an elevator 
 built there, that- should be on the Belt Line Railway or have a switch to it con- 
 nected with the Belt Line Railway so that all railroads in the State could use the 
 elevator no matter to whom the elevator belongs. 
 
 RAILROADS 
 
 When the City of Erie can construct the Belt Line Railway that I have pro- 
 posed here, it can then invite all railroads within 50 or 100 miles of it to build to 
 its terminals, and each of these railroads will bring with it its own commerce. 
 Additional railroads do not divide the existing commerce but they bring their 
 own and increase the commerce of their competitors. 
 
 It is the number of lines that use the city for their transfer station that makes 
 the city, it is not the city that makes the railroads. The railroads bring and make 
 business, it is not the city alone that does it. 
 
 The number of choices and variety of routes and the frequency of trains or 
 opportunity for shipment by reason of these roads makes the city desirable for 
 manufacturing or commercial purposes. The city cannot help but grow with 
 these conditions. The city that sees these points and appreciates them and acts 
 upon them gets things going its way. If railroads and steamship lines are once 
 established they are almost as permanent as rivers and become living arteries of 
 commerce for all time. 
 
 This Belt Line Railway owned and operated by the city for the benefit of all 
 its railroads and industries, would make one of the finest terminal properties in 
 the country and would be better arranged than any one now existing in the country 
 or any one in contemplation with the sole exception probably of New Orleans. 
 It would enable Erie to handle commerce quicker and with less expense than any 
 other city on the Lakes can handle it as they are now equipped. 
 
 Other cities might adopt the same form of equipment and equal it, but Erie 
 could easily have the business going its way if it would start this thing soon. 
 Every great railroad man recognizes that the great question of transportation to- 
 day is a question of terminals. 
 
132 
 
 GREATER ERIE 
 
 Railroads cannot possibly afford to build the terminals that a city requires; 
 furthermore, the railroads cannot borrow at as low a rate of interest as the city 
 and they must pay dividends on their stock in addition to their carrying charges. 
 The city does not. The city can therefore exact from each railroad a certain 
 charge per car as a mere switching charge and do it for less money than the rail- 
 road could do it if it owned and operated the terminals. 
 
 The reduction of these terminal charges is one of the easiest and greatest 
 things to-day before modern transportation. The public must do it whether it 
 wishes to or not. The railroads cannot much longer endure the financial strain 
 that these terminals now put upon them. They must have relief or else raise their 
 rates enormously. Eliminate their terminal ownership and decrease their ex- 
 penses, as can be done with a publicly operated Belt Line Railway and publicly 
 owned terminals and the railroads will prosper and make better dividends than 
 they are now making, and thereby avoid increasing rates. 
 
 We find men stating and believing that the development of water routes and 
 water terminals will relieve this situation. It will not relieve it so far as railroads 
 are concerned for the reason that the development of water terminals and water 
 fronts increases the business of railways and throws a greater terminal burden on 
 them than before, for all water-borne stuff means terminal handling of that stuff 
 to and from vessel and railway. It means the handling of the freight, the shift- 
 ing and classification of the cars. Even if the Government should own and oper- 
 ate the railways it is only fair that each city should operate, own, construct and 
 control its own terminals. Few people appreciate the extent of the terminals in 
 the United States. One-fourth of the railway mileage of the United States con- 
 sists of switches and terminal tracks, and in Pennsylvania about one-third of all 
 the railway mileage consists of switches or terminal tracks. The terminal charges 
 have been estimated by railroad men as being almost, if not quite equal to the 
 charges of transportation between terminals, that is, taking the word terminal 
 in its technical sense and not meaning the two ends of the railway. 
 
 It has been estimated that each terminal charge will average as much as a 
 fifty -mile haul. Taking the matter of expense into consideration the railways of 
 the United States have as much money tied up in terminals as they have in tracks 
 between their terminals so that it is readily seen if the public will provide the ter- 
 minals and allow the railroads the use of them at a reasonable rental that the rail- 
 roads will have millions and billions to put into additional equipment and thereby 
 relieve the strained conditions that exist at present. 
 
 UNION STATION 
 
 A Union Station is one of the necessary requirements of the modern city. 
 The impression the Station gives to the visitor is the impression of the city. People 
 get an opinion of a city by the appearance of the first things they see when landing 
 in a city. 
 
DEVELOPMENT OF COMMERCE 
 
 133 
 
 For this reason it is all important that a Union Station be attractive and 
 convenient in every way, not only in its arrangement but in its location. People 
 like to do business in a city where they can get about easily without inquiry and 
 feel masters of themselves and at home. I understand that a location for a Union 
 Station is decided upon over State Street. I have little to say on the matter of 
 location, except that it be so located as to accommodate every railroad in the 
 city and be easily approached by all the electric lines. 
 
 I assume that the Union Station will be built by a terminal company made 
 up of the various railroads that will use it, to which terminal company the rail- 
 roads will each pay a proper share for maintenance and operation. It would be 
 vastly better, however, for the city, and for the railroads, if the city would take 
 advantage of the present law in regard to taking property 200 feet from a public 
 improvement, as I understand the law to be, and wherever the Union Station is 
 located let the city buy all of the property required for the Station and buy all 
 within 200 feet of it each way and then construct the Station, sell off the land in 
 the 200 foot strip and the profits on the land itself will pay for a large portion of 
 the entire expense. Then the city can lease that building to the railroads at "so 
 much per car" or something of that sort at a cheaper rate than the railroads can 
 possibly do it for themselves. And, in addition to the maintenance charges, have 
 a good charge for depreciation and improvement. Then the city will in reality 
 control the appearance of its entrance. Then the depot will really be an expres- 
 sion of the character of the city under that city's control. 
 
 Terminals are costing the railroads altogether too much. In another part of 
 this report I have mentioned this and do not need to repeat it here, but when the 
 Union Station is constructed it should be constructed to meet the needs of the city 
 for at least a quarter of a century. Every city in America that is growing must 
 figure on renewing its Union Station and other terminals at least once in 30 years. 
 Brie should figure on a Union Station to take care of 250,000 people, for, if the 
 present interest and public spirit of Erie keeps active the city will have that pop- 
 ulation without question long before the 25 years, and if it is properly built and 
 maintained, it may not have to be renewed at the end of that time although it 
 may be extended, and the city should now make arrangements for that extension 
 while the land is comparatively cheap. 
 
 The Station also should be built with a view to using smokeless engines. 
 Whether they be electric, gasoline or a combination thereof, the construction should 
 be for that form of power and not for the old puffing smoking engine; and yet, 
 the smoking engine is a thing of possibly some years yet to come and hence the 
 station must be so constructed as to meet the requirements of the present locomo- 
 tive as well, for the present, but be easily changed to meet only the need of the 
 smokeless forms. 
 
134 
 
 GREATER ERIE 
 
 A pathway through the city should be provided now, of sufficient width to 
 accommodate at least six tracks and eight would be better, because after a short 
 time cars will run in single units instead of trains as at present, and a system more 
 like our trolley system will be in operation on our main lines, and they will go at 
 greater speed than at present and will require more lines for safe operation. This 
 pathway through the city should be a depressed pathway, so that all trains could 
 run below the street level and get them out of the way of surface travel and where 
 their rush and noise will not destroy property in the neighborhood of these tracks. 
 These tracks really ought to be owned and the improvement made by the city 
 and a charge made for their use to the railroads so that excess condemnation 
 could operate along these lines as well as elsewhere and get the advantage for 
 the whole public that these improvements give. 
 
 For many years to come it is more than likely that the street railways of 
 Erie will find it best to operate on the surface, but the future will put them in sub- 
 ways and the subways should be looked out for in the re-arrangement of the city. 
 The city's water front should have the very best possible connections with the 
 Union Station, so that baggage could be transferred in the easiest possible way 
 from boat to train. This will probably be done by automobile trucks which 
 really should have access to the second story of the piers as well as to the first 
 story. Ample approaches should be provided at such a station so that a vast 
 number of vehicles as well as great throngs of people can be well taken care of on 
 convention days and holidays when the travel is heavy and the tax upon the trans- 
 portation lines great. 
 
 People love to visit the city where they are nicely taken care of and where 
 vexatious delays and crushing jams do not annoy them. They will avoid the city 
 that does not take such care of them and will not return to spend their money 
 there. 
 
 In short, all of these great terminal facilities must be paid for by the city 
 anyway, no matter who builds them, or holds title to them, and it will cost Erie a 
 great deal less to loan its credit sufficiently long to own these terminals and ac- 
 quire them absolutely than to pay all the cost and let the railroads own them, for, 
 by the time the bonds are due the funds created by the income will be there to 
 pay them off and from that time on the city will forever draw an income with 
 which to make other improvements or to decrease its tax rate. This has been the 
 experience of all cities that have tried it in Europe and they have been trying it 
 in every form for many years. They are wise, able and intelligent people, and 
 their experience has been such that Erie ought to follow it. Nothing could be 
 better done than to have a committee visit a number of cities in Europe who have 
 just such things as these and have found them successful, and come back with a 
 definite scheme prepared for Erie to follow. 
 
DEVELOPMENT OF COMMERCE 
 
 135 
 
 Now that Erie is laying its plans for the future, let it be done in the light of 
 the most modern experience and the most modern practice and put into effect 
 fully that which has proven to be successful elsewhere, but see that everything that 
 is done, is done in the best possible way for all the people. 
 
 Respectfully submitted, 
 
 HENRY C. LONG. 
 
 Old Time Shipping 
 
 Tijonqas Carlyle says of r\is father, "He Was one of 
 tr\ose few rqeri tr\at could believe arid know as well as 
 inquire and be of opinion" 
 
 It is by sucl) men. ttjat tr\e progress of tne World 
 Y\as been seciired not by your riesitating tremblers, afraid 
 to say trjey Know because trjere may be sorne Ridden 
 particle of error in trieir belief 
 
 — W. Garrett H order 
 
JN the long run 
 men hit only 
 what they aim at 
 Therefore, though 
 they should fail 
 immediately, they 
 had better aim at 
 something high 
 
 HENRY DAVID THOREAU 
 
HE legal aspect of the city planning movement in Pennsylvania 
 may well be considered, first, from the viewpoint of what may 
 be accomplished under existing laws, and then with regard to 
 legislation needed to make legally possible all that is contem- 
 plated in the proposed plan for the City of Erie. 
 An existing statute which suggests itself at the outset is the Act of Assembly 
 approved by the Governor, July 16, 1913, known as Bill No. 406. This bill was 
 prepared by your legal sub-committee, and provides for an additional executive 
 department in cities of the third-class, to be known as the Department of City 
 Planning. 
 
 The first of two very important provisions of this act makes it the duty of 
 the clerk of the Councils to furnish to the commission of five persons in charge of 
 the City Planning Department, a copy of all ordinances introduced which relate to 
 the location of public buildings, or in any way affect the streets, parks, bridges, 
 subways, or other features of the present city plan. The commission has the power 
 to disapprove any of these ordinances, and as originally drawn, the bill gave 
 such disapproval the same effect a mayor's veto had before the passage of the 
 "Clark Bill." In the form in which the bill was finally approved, however, the 
 veto power was taken from the commission. 
 
 The other provision referred to, and one, in our opinion, most necessary for 
 the successful working out of the plan, is found in section five, which requires the 
 approval of the City Planning Commission for all plans, plots or replots of land 
 laid out in building lots, as well when such land is located within a radius of three 
 miles of the city as when it lies within the limits of the city itself. And further, 
 it is made unlawful to receive for record in any public office a subdivision of land 
 within the zone of jurisdiction of the planning department, which does not bear 
 the endorsement of the commission. 
 
 The recent pronounced increase in suburban real estate values has caused 
 many persons, interested merely in speculative profit, to buy tracts of land adja- 
 cent to the city for subdivision and sale as building lots. The streets in these 
 subdivisions generally are laid out without regard to their coinciding with in- 
 evitable projections of the city streets. A wise exercise of the powers conferred 
 upon the commission will prevent a recurrence of such conditions as exist, for 
 illustration, on East Avenue, where our principal crosstown streets deviate sharply 
 before being continued to the eastward. 
 
138 
 
 GREATER ERIE 
 
 By the Act of May 6th, 1909, the cities of Pennsylvania seem to have ample 
 power to acquire lands for park purposes either within or outside the corporate limits 
 of the city, and if additional authority were needed to carry out the park projects 
 of the city plan, outside the city limits, the Act of April 22nd, 1909, contains an 
 interesting extension of the corporate powers of Pennsylvania cities. This act 
 empowers municipalities to acquire by purchase, gift or lease, and hold as public 
 property, tracts of land at present covered with forests or tree growth, or other- 
 wise suitable for park purposes, and to administer the same under the direction of 
 the Commissioner of Forestry of the Commonwealth. Such tracts may be of any 
 size, suitable for the purpose, and may be located within, adjacent to, or at a dis- 
 tance from, the corporate limits of the municipality purchasing the same. The 
 Act is broad in its terms and contains the significant provision that municipal 
 forests may be used by the people for general outing or recreation grounds. It 
 is further provided that such lands cannot be alienated except with the approval 
 of a majority vote of the people at a general election. 
 
 The Act of June 8th, 1907, gives to cities of the state the right to condemn 
 private property for use as parks, parkways, or playgrounds, with the added 
 power to take land abutting on such open spaces for a distance of two hundred 
 feet, and resell it with building and other restrictions; this act, sometimes 
 called the "excess condemnation" act, was a long step forward in city plan- 
 ning. The intention is that the city, by taking and reselling land adjacent 
 to its parks, parkways and playgrounds may benefit financially by the in- 
 creased valuations which attend every considerable municipal improvement, and 
 by proper restrictions as to buildings, insure harmony between the improvement 
 and its immediate surroundings. Excess condemnation has been termed eminent 
 domain pushed to the ninth power, but has been held to clash with limitations in 
 the state constitution, respecting the right to take private property for public 
 use. The Supreme Court of the state, in the case of Pennsylvania Mutual Life 
 Insurance Company vs. Philadelphia (242 Pa. 47) on June 27th, 1913, held the 
 Act of 1907 unconstitutional insofar as it authorizes cities to take and appropriate 
 private property within two hundred feet of the boundary line of property appro- 
 priated for parks, etc., because in its estimation, the use to which such property 
 was intended to be put is not a public use. The Court laid down the rule that the 
 constitutional provision permitting the appropriation of private property for pub- 
 lic use contemplates an actual use by the public, or the vesting of the right to 
 such use in the public; the fact that the public may derive benefit, utility, or ad- 
 vantage from the taking of land will not constitute public use within the meaning 
 of the constitution, when it is not intended that the public shall use and enjoy the 
 land appropriated. In the light of this decision, it is quite clear that an amend- 
 ment to the Constitution of the state, defining "public use" so as to include lands 
 taken and resold under the excess condemnation theory, will be necessary before 
 legislation of that character can be made effective. 
 
 The abolition of grade crossings is a part of the proposed city plan, and atten- 
 
LEGAL ASPECTS 
 
 139 
 
 tion should be called to section twelve of article five of the "Public Service Com- 
 pany Law," approved by the Governor July 26th, 1913, which gives to the Public 
 Service Commission the exclusive power, upon its own motion or upon complaint, 
 to order any railroad grade crossing, now existing or hereafter created, to be re- 
 located, altered or abolished. Where a municipality is to be affected, the Com- 
 mission is required to endeavor to reach an agreement with the municipal authori- 
 ties as to the plans and specifications governing such crossings, but, in default of 
 such agreement, it may insist upon the adoption of its own plans. The propor- 
 tion of expense to be borne by the interested company and the municipality is to 
 be fixed by the Commission, and the legal machinery is provided for collection of 
 the amounts assessed. 
 
 Copies of the Acts or parts of Acts of Assembly, in the order in which they are 
 referred to above, are attached to this report. Beyond conferring the powers 
 enumerated in such statutes, the legislature of Pennsylvania has not seen fit to 
 go up to the present time. In this state, municipalities are creatures of statute, 
 
 possessing only such corpor- 
 ate powers as the legislature 
 may delegate, and so far as 
 concerns the ends sought to 
 be attained by the proposed 
 city plan, the city cannot, le- 
 gally, go beyond the barriers 
 fixed by the state. 
 
 Additional authority must, 
 therefore, be secured before 
 the city may assume to oper- 
 ate a "belt line railroad," 
 maintain ' 'railroad terminals, ' ' 
 set apart and require the ob- 
 servance of a "factory zone," 
 or repossess the natural mo- 
 nopoly of its harbor facilities. When public opinion, locally and throughout the state, 
 arrives at the conviction that the general welfare of our cities requires an extension 
 of municipal powers to include the projects just named, the authority will be 
 forthcoming from the legislature, and if public sentiment becomes sufficiently 
 strong, it is not impossible that the constitution itself may be changed to remove 
 restrictions if any are to be found there, from the ultimate realization of the city 
 plan. It is even possible that the widespread agitation for municipal home rule may 
 coalesce into a demand that our Pennsylvania cities be freed from the trammels 
 of legislative and constitutional supervision, and in that event, the Gordian knot 
 of constitutional intricacies and court interpretations will be cut clean through by 
 the passage of one constitutional amendment granting the people of our cities the 
 right to regulate their own affairs as to them seems best. 
 
 LEGAL SUB-COMMITTEE, 
 
 Chas. H. English, (City Solicitor), Chairman. 
 
 Erie County Court House, Erie 
 
140 
 
 GREATER ERIE 
 
 CITY PLANNING COMMISSION ACT 
 
 No. 406 
 
 Cities of 
 
 the third class. 
 
 Department of 
 
 City Planning. 
 
 Appointment 
 
 of City 
 
 Planning 
 
 Commission. 
 
 Rules, etc. 
 
 Report. 
 Engineers, etc. 
 Salaries. 
 
 Copies of 
 ordinances 
 
 Disapproval of 
 ordinances. 
 
 Maps. 
 
 Recommenda- 
 tions to 
 councils, 
 
 A SUPPLEMENT 
 
 To an act entitled, "An act providing for the incorporation and government of cities of the 
 third class," approved the twenty-third day of May, Anno Domini one thousand eight 
 hundred eighty-nine, creating a City Planning Department, defining its jurisdiction, and 
 extending the same so as to regulate the laying out and recording of plans of lots within 
 the limits of the city, and for three miles beyond the city limits; and to regulate the 
 making and use of certain public improvements until said plans are approved by said de- 
 partment, and authorizing the exercise of the powers herein provided by a park or other 
 municipal commission. 
 
 Section 1. Be it enacted, &c, That an additional executive department in 
 the government of cities of the third class is hereby created, to be known as the 
 Department of City Planning, which shall be in charge of a City Planning Com- 
 mission, consisting of five persons, to be appointed by the mayor and councils. 
 In the first instance, one member of said commission shall be appointed for one 
 year, one member for two years, one member for three years, one member for 
 four years, and one member for five years, and annually thereafter a member of 
 said commission shall be appointed for a term of five years. An appointment to 
 fill a casual vacancy shall be only for the unexpired portion of the term. All 
 members of the said commission shall reside within the zone of jurisdiction of said 
 commission, as hereinafter defined. They may make and alter rules and regula- 
 tions for their own organization and procedure, consistent with the ordinances of 
 the city and the laws of the Commonwealth. They shall serve without compen- 
 sation, and make annually to the mayor and councils a report of their transactions. 
 They may employ engineers and other persons, whose salaries and wages, and other 
 necessary expenses of the commission, shall be provided for through proper ap- 
 propriation by councils. 
 
 Section 2. The clerks of council shall, upon introduction, furnish to the 
 City Planning Commission, for its consideration, a copy of all ordinances and bills, 
 and all amendments thereto, relating to the location of any public building of the 
 city; and to the location, extension, widening, narrowing, enlargement, ornamenta- 
 tion, and parking of any street, boulevard, parkway, park, playground, or other 
 public ground ; and to the relocation, vacation, curtailment, changes of use, or any 
 other alteration of the city plan, with relation to any of the same; and to the loca- 
 tion of any bridge, tunnel, and subway, or any surface, underground, or elevated 
 railway. The said commission shall have the power to disapprove any of the said 
 ordinances, bills, or amendments, which disapproval, however, must be communi- 
 cated to councils, in writing, within ten days from the introduction of said ordi- 
 nances; but such disapproval shall not operate as a veto. 
 
 Section 3. The City Planning Commission may make or cause to be made, 
 and lay before councils, and at its discretion cause to be published, maps of the 
 city or any portion thereof, including territory extending three miles beyond the 
 city limits, showing the streets, and highways and other natural and artificial fea- 
 tures, and also locations proposed by it for any new public buildings, civic center, 
 street, parkway, park, playground, or any other public ground or public improve- 
 ment, or any widening, extension, or relocation of the same, or any change in the 
 city plan by it deemed advisable; and it may make recommendations to councils, 
 from time to time, concerning any such matters and things aforesaid, for action by 
 
LEGAL ASPECTS 
 
 141 
 
 councils thereto ; and, in so doing, have regard for the present conditions and future 
 needs and growth of the city, and the distribution and relative location of all the 
 principal and other streets and railways, waterways, and all other means of public 
 travel and business communications, as well as the distribution and relative loca- 
 tion of all public buildings, public grounds, and open spaces devoted to public 
 use. 
 
 Section 4. The City Planning Commission may make recommendations to 
 any public authorities, or any corporations or individuals in said cities, with ref- 
 erence to the location of any buildings, structures, or works to be erected or con- 
 structed by them. 
 
 Section 5. All plans, plots, or re-plots of lands laid out in building lots, and 
 the streets, alleys, or other portions of the same intended to be dedicated to public 
 use, or for the use of purchasers or owners of lots fronting thereon or adjacent 
 thereto, and located within the city limits, or for a distance of three miles outside 
 thereof, shall be submitted to the City Planning Commission and approved by it 
 before it shall be recorded. And it shall be unlawful to receive or record such plan 
 in any public office unless the same shall bear thereon, by endorsement or other- 
 wise, the approval of the City Planning Commission. The disapproval of any 
 such plan by the City Planning Commission shall be deemed a refusal of the pro- 
 posed dedication shown thereon. The approval of the commission shall be deemed 
 an acceptance of the proposed dedication; but shall not impose any duty upon 
 the city concerning the maintenance or improvement of any such dedicated parts, 
 until the proper authorities of the city shall have made actual appropriation of 
 the same by entry, use, or improvement. No sewer, water, or gas-main, or pipes, 
 or other improvement, shall be voted or made within the area under the jurisdic- 
 tion of said commission, for the use of any such purchasers or owners; nor shall 
 any permit for connection with or other use of any such improvement existing, or 
 for any other reason made, be given to any such purchasers or owners until such 
 plan is so approved. Where the jurisdictional limit of three miles outside of the 
 city limits, as provided in this section, may conflict with the zone of similar charac- 
 ter connected with another city of the third class, the jurisdiction of said commis- 
 sion shall extend only to the point equidistant between the city limits and the 
 limits of said municipality. 
 
 Section 6. It shall be proper for said cities to provide, by ordinance, for the 
 exercise of all rights and powers herein conferred upon the City Planning Com- 
 mission, by a park commission, or kindred municipal bureau or commission, au- 
 thorized under existing laws. And no person holding office under the government 
 of any of said cities, except the mayor, members of councils, or commissioners, 
 shall be ineligible to serve as a member of a City Planning Commission. 
 
 Section 7. All acts and parts of acts inconsistent with this act are repealed. 
 Approved— The 16th day of July, A. D. 1913. 
 
 General recom- 
 mendations. 
 
 Plans, plots, etc. 
 Dedication. 
 
 Recording. 
 
 Disapproval. 
 
 Approval. 
 
 Sewers, 
 water or 
 gas main. 
 
 Jurisdictiona 
 limit. 
 
 Exercise of 
 rights, etc. 
 
 Eligibility 
 of members. 
 
 Repeal. 
 
 John K. Tener. 
 
 The foregoing is a true and correct copy of the Act of the General Assembly, 
 No. 406. 
 
 Robert McAfee, 
 
 Secretary of the Commonwealth. 
 
142 
 
 GREATER ERIE 
 
 Cities may 
 acquire private 
 property and 
 certain poor- 
 house property 
 for park 
 purposes 
 
 Damages for 
 poorhouse 
 property to 
 be nominal 
 
 PUBLIC PARK ACT 
 
 ACT OF MAY 6th, 1909 
 
 It shall be lawful for, and the right is hereby conferred upon, the cities of this 
 commonwealth to purchase, acquire, enter upon, take, use, and appropriate pri- 
 vate property, for the purpose of making, enlarging, extending, and maintaining 
 public parks, within or without the corporate limits of such cities, and to enter 
 upon, take, use, and appropriate any poorhouse properties, held for the accommo- 
 dation of the poor of any districts, wards, or townships, within or without the 
 corporate limits of the such cities, for the purpose of making, enlarging, extending, 
 and maintaining such public parks, whenever the councils thereof shall, by ordi- 
 nance, or joint resolution, determine thereon; Provided, That where said private 
 property is outside of the city, it may be annexed thereto by ordinance of such 
 city. 
 
 And Provided, That where any poorhouse properties shall be so taken, and 
 such cities shall have made adequate provision for thereafter accommodating and 
 supporting the poor of the districts, wards, or townships within such cities, wherein 
 such poorhouses are located, nominal damages only shall be awarded for such 
 taking, and the lands shall be held on condition that such cities shall continue to 
 make such adequate provisions for the poor of such districts, wards, or town- 
 ships. 
 
 Preambles 
 
 Municipal 
 forests 
 
 Acquirement 
 and holding of 
 size and location 
 
 Submission to, 
 and approval of 
 commissioner 
 
 MUNICIPAL FORESTS ACT 
 
 ACT OF APRIL 22, 1909 
 
 Whereas, It has been demonstrated by time and experience in the countries 
 of continental Europe, that properly managed municipal forests have proved to 
 be important sources of municipal revenue, tending greatly to reduce the burden 
 of municipal taxation ; and 
 
 Whereas, Many of the townships, boroughs, and cities of this commonwealth 
 are so located that it would be proper and expedient for them to possess tracts of 
 land to be used for the purposes of municipal forests, in many instances conserv- 
 ing and protecting the water supply and promoting the healthfulness of said mu- 
 nicipality, and capable, as well, of yielding revenue applicable to the purposes of 
 such municipalities; therefore, 
 
 All townships of the first class, boroughs, and cities of this commonwealth 
 are hereby empowered to acquire, by purchase, gift, or lease, and hold as the 
 property of the municipality, tracts of land at present covered with forest or tree 
 growth, or suitable for the growth of trees, and to administer the same, under the 
 direction of the commissioner of forestry of the commonwealth of Pennsylvania, 
 in accordance with the practices and principles of scientific forestry, for the benefit 
 and advantage of the said municipalities. Such tracts may be of any size suit- 
 able for the purpose, and may be located either within, adjacent to, or at a dis- 
 tance from the corporate limits of the municipality purchasing the same; Pro- 
 vided, That it shall be requisite for the commissioners, burgess, or mayor of any 
 municipality, availing itself of the provisions of this act, to submit to the commis- 
 sioner of forestry, and secure his approval of, the area and location of any lands 
 proposed to be acquired for the purposes of municipal forests, previous to the 
 passage of the ordinance provided for in section two. 
 
LEGAL ASPECTS 
 
 143 
 
 Whenever the township commissioners of any township of the first class, or 
 the councils of any borough or city, shall deem it expedient for the municipality 
 to acquire any such lands for the purposes of a municipal forest, they shall so 
 declare, in an ordinance, wherein shall be set forth all facts and conditions relating 
 to the proposed action; which said proposed ordinance, prior to its passage, shall 
 be duly advertised once a week for three weeks, and, after its passage and ap- 
 proval, in accordance with existing law. All money necessary for the purchase of 
 such tracts shall be appropriated in like manner as is now done, under existing 
 law, for municipal purposes; and such funds may be provided out of current 
 revenue, or by the proceeds of a sale of bonds, in accordance with existing law. 
 
 Upon the acquisition of any municipal forests or of lands suitable for such, 
 under this act, the proper authorities shall notify the commissioner of forestry, 
 who shall make such rules for the government and proper administration of the 
 same as may be necessary. The municipal authorities shall thereupon publish 
 such rules, declare the uses of the forest in accord with the true intent of this act, 
 and make such provision for its administration, maintenance, protection, and 
 development as shall be necessary or expedient. 
 
 All moneys necessary to be expended, from time to time, for the administra- 
 tion, maintenance, protection, and development of said forest, shall be appro- 
 priated and applied as is now done, under existing law, for municipal purposes, 
 and all revenue and emoluments arising from said forest shall be paid into the 
 municipal treasury, to be used for general municipal purposes. 
 
 The municipal forest may be used by the people for general outing or recrea- 
 tion grounds, subject to the rules governing its administration for the purpose of 
 a municipal forest, in which the major idea shall be the sale of forest products for 
 producing a continuing municipal revenue. 
 
 The alienation of a municipal forest, or any part thereof, shall be made only 
 in the manner prescribed herein for the purchase of the same ; to-wit : by ordinance 
 duly advertised before and after passage, but such ordinances shall not be effective 
 in legalizing such alienation until after it shall have been approved by a majority 
 vote of the people at the next ensuing election. 
 
 Ordinance, 
 Facts and 
 conditions. 
 
 Advertisement. 
 
 Appropriation. 
 
 Acquisition of 
 forest or land. 
 
 Rules. 
 Publication of. 
 
 Maintenance, etc. 
 
 Revenues, etc. 
 
 Parks, 
 
 municipal 
 
 revenue. 
 
 Popular vote. 
 
 EXCESS CONDEMNATION ACT 
 
 AN ACT OF JUNE 8th, 1907 
 
 Authorizing cities of this Commonwealth to purchase, acquire, take, use, and appropriate 
 private property, for the purposes of making, enlarging, extending and maintaining public 
 parks, parkways, and playgrounds; authorizing the said cities to purchase, acquire, take, 
 use, and appropriate neighboring private property, within two hundred feet of the boundary 
 lines of such public parks, parkways and playgrounds, in order to protect the same by 
 resale, with restrictions; authorizing the resale of such neighboring property, with such 
 restrictions in the deeds of resale in regard to the use thereof as will protect such public 
 parks, parkways, and playgrounds; and providing for the manner of ascertaining, deter- 
 mining, awarding, and paying compensation and damages in all cases where property is 
 taken, used, and appropriated for the said purposes. 
 
 Section 1. Be it enacted, &c, That it shall be lawful for, and the right is 
 hereby conferred upon, the cities of this Commonwealth to purchase, acquire, 
 enter upon, take, use, and appropriate private property, for the purpose of mak- 
 ing, enlarging, extending, and maintaining public parks, parkways, and play- 
 grounds within the corporate limits of such cities, whenever the councils thereof 
 shall, by ordinance or joint resolution, determine thereon: Provided, That where 
 
 Acquirement 
 of private 
 property. 
 
144 
 
 GREATER ERIE 
 
 Poorhouse 
 property. 
 
 Neighboring 
 
 private 
 
 property. 
 
 Proviso 
 
 ordinance or 
 resolution. 
 
 Right of 
 resale. 
 
 Property 
 declared ap- 
 propriated for 
 public use. 
 
 When compensa- 
 tion for dam- 
 ages cannot be 
 tigreed upon. 
 
 such private property is outside of the city, it may be annexed thereto by ordi- 
 nance of said city; And provided, That where any poorhouse properties are so 
 taken, and such cities shall have made adequate provisions for thereafter accom- 
 modating and supporting the poor of the districts, wards, and townships within 
 such cities, wherein such poorhouses are located, nominal damages only shall be 
 allowed for such taking, and the land shall be held on condition that such city 
 shall continue to make adequate provisions for the poor of such districts, wards, 
 or townships. 
 
 Section 2. It shall be lawful for, and the right is hereby conferred upon, 
 cities of this Commonwealth to purchase, acquire, enter upon, take, use, and 
 appropriate neighboring private property, within two hundred feet of the boun- 
 dary lines of such property so taken, used, and appropriated for public parks, 
 parkways, and playgrounds, in order to protect the same by the resale of such 
 neighboring property with restrictions, whenever the councils thereof shall, by 
 ordinance or joint resolution, determine thereon : Provided, That in the said ordi- 
 nance or joint resolution, the councils thereof shall declare that the control of such 
 neighboring property, within two hundred feet of the boundary lines of such 
 public parks, parkways, or playgrounds, is reasonably necessary, in order to pro- 
 tect such public parks, parkways, or playgrounds, their environs, the preservation 
 of the view, appearance, light, air, health, or usefulness thereof. 
 
 Section 3. That it shall be lawful for, and the right is hereby conferred upon, 
 the cities of this Commonwealth, to resell such neighboring property, with such 
 restrictions in the deeds of resale in regard to the use thereof as will fully insure 
 the protection of such public parks, parkways, or playgrounds, their environs, the 
 preservation of the view, appearance, light, air, health, and usefulness thereof, when- 
 ever the councils thereof shall, by ordinance or joint resolution, determine thereon. 
 
 Section 4. The taking, using, and appropriating, by the right of eminent 
 domain as herein provided, of private property for the purpose of making, en- 
 larging, extending, and maintaining public parks, parkways, or playgrounds, and 
 of neighboring property, within two hundred feet of the boundary lines of such 
 public parks, parkways, and playgrounds, their environs, the preservation of the 
 view, appearance, light, air, health and usefulness thereof, by reselling such neigh- 
 boring property, with such restrictions in the deeds of resale as will protect said 
 property, so taken for the aforesaid purpose, is hereby declared to be taking, 
 using, and appropriating of such private property for public use; Provided, how- 
 ever, that the proceeds arising from the resale of any such property, so taken, shall 
 be deposited in the treasury of said cities, and be subject to general appropriation 
 by the councils of said city. 
 
 Section 5. In all cases wherein cities of this Commonwealth shall hereafter 
 take, use, and appropriate private property for the aforesaid purposes, by ordi- 
 nance or joint resolution, if the compensation and damages arising therefrom 
 cannot be agreed upon by the owners thereof and such cities, such compensation 
 and damages shall be considered, ascertained, determined, awarded, and paid in 
 the manner provided in an act entitled "An act providing for the manner of ascer- 
 taining, determining, awarding, and paying compensation and damages in all 
 cases where municipalities of this Commonwealth may hereafter be authorized by 
 law to take, use, and appropriate private property for the purpose of making, 
 enlarging, and maintaining public parks within the corporate limits of such mu- 
 nicipality," approved the eighth day of June, Anno Domoni one thousand eight 
 hundred and ninety-five. 
 
 Section 6. All acts or parts of acts inconsistent herewith are hereby repealed. 
 Approved — The eighth day of June, A. D. 1907. 
 
LEGAL ASPECTS 
 
 145 
 
 THE PUBLIC SERVICE COMPANY LAW 
 
 Approved July 26th, 1913 
 Article 5, Section 12 
 
 Relating to Grade Crossings 
 
 Except in cases in which grade crossings are in process of abolition at the 
 time of the passage of this act, under agreement or contract with a municipality, 
 as set forth in the proviso of Section Five of Article Three of this act, the commis- 
 sion shall have exclusive power to determine, order and prescribe in accordance 
 with plans and specifications to be approved by it, the just and reasonable man- 
 ner, including the particular point of crossing, in which the tracks or other facili- 
 ties of any public service company may be constructed across the tracks or other 
 facilities of any other public service company at grade, or above or below grade, 
 or at the same or different levels; or in which the tracks or other facilities of any 
 railroad corporation or street railway corporation may be constructed across the 
 tracks or other facilities of any other railroad corporation or street railway corpo- 
 ration, or across any public highway, at grade, or above or below grade; or in 
 which any public highway may be constructed across the tracks or other facilities 
 of any railroad corporation or street railway corporation at grade, or above or 
 below grade; and to determine, order and prescribe the terms and conditions of 
 installation and operation, maintenance and protection of all such crossings which 
 may now or hereafter be constructed, including the stationing of watchmen thereat, 
 or the installation and regulation of lights, block or other system of signaling, 
 safety appliances, devices, or such other means or instrumentalities as may to the 
 commission appear reasonable and necessary — to the end, intent and purpose 
 that accidents may be prevented and the safety of the public promoted. No 
 such crossing shall be constructed without the approval of the commission, evi- 
 denced by its "Certificate of Public Convenience," as provided in Section Five 
 of Article Three of this act; but in no case shall the approval or consent of any 
 court, board, or other commission or officer, or of any municipality, be necessary 
 therefor. It shall be proper, however, for the commission, by general rule or order, 
 whenever the same can be properly regulated by suitable general rule, to pre- 
 scribe the terms and conditions under which such crossing may be constructed, 
 operated, maintained, or protected, without the particular approval of the commis- 
 
 Crossings. 
 
 At grade 
 or above 
 or below 
 grade. 
 
 Approval. 
 
 General rule 
 or order. 
 
 The commission shall also have exclusive power, upon its own motion or upon 
 complaint, and after hearing as hereinafter provided (of which all the parties in 
 interest, including the owners of adjacent property, shall have due notice), to 
 order any crossing aforesaid, now existing or hereafter constructed at grade, or 
 at the same or different levels, to be re-located or altered, or to be abolished, ac- 
 cording to plans and specifications to be approved, and upon just and reasonable 
 terms and conditions to be prescribed, by the commission. 
 
 The compensation for damages which the owners of adjacent property, taken, 
 injured, or destroyed, may sustain in the construction, re-location, alteration, or 
 abolition of any such crossing specified in this section (for which compensation the 
 said owners are hereby invested with warrant of authority, upon appeal from the 
 determination of the commission, to sue the Commonwealth), shall, after due 
 notice and hearing, be ascertained and determined by the commission; and such 
 compensation, as well as the expenses of the said construction, re-location, altera- 
 
 Re-location, 
 alteration, etc. 
 
 Compensation 
 for damages. 
 
146 
 
 GREATER ERIE 
 
 Payment. 
 
 Terms and 
 conditions . 
 
 Proviso. 
 
 Cost and 
 expense borne 
 by Common- 
 wealth, etc. 
 
 Proviso. 
 
 Re-location or 
 change in 
 structures, 
 equipment, etc. 
 
 Public highway 
 or street. 
 
 Final order. 
 
 Rights of 
 contractor. 
 
 Payment. 
 
 tion, or abolition of any such crossing, shall be borne and paid, as hereinafter 
 provided, by the public service company or companies or municipal corporations 
 concerned, or by the Commonwealth, either severally or in such proper propor- 
 tions as the commission may, after due notice and hearing, in due course, deter- 
 mine, unless the said proportions are mutually agreed upon and paid by those 
 interested as aforesaid. 
 
 In prescribing the terms and conditions, upon which any such crossings may 
 be constructed or re-located, or altered or abolished, and the proportionate con- 
 tributions to the expense thereof, including the damages or compensation to the 
 owners of adjacent property, as aforesaid, the commission may, among other things, 
 take into consideration the relative importance to the public of the services ren- 
 dered by the public service companies concerned, as well as the priority of loca- 
 tion: Provided, That where any portion of the cost and expense thereof shall 
 have been or shall be borne in the future by the Commonwealth or any municipal 
 corporation, such portion shall not be taken into account by the commission in 
 fixing any valuation, for any purpose, under any of the provisions of this act; 
 And provided further, That where the order of the commission shall, as part of 
 the regulation of the construction, re-location, alteration, or abolition of any cross- 
 ing aforesaid, require, as incidental thereto, a re-location, changes in or the removal 
 of any adjacent structures, equipment or other facilities of any telegraph, tele- 
 phone, gas, electric light, water-power, water pipe-line, or other public service 
 company, said company shall, at its own expense, re-locate, change, or remove such 
 structures, equipment, or other facilities, in conformity with the order of the com- 
 mission ; and, in default of compliance with such order, the commission shall cause 
 the work and materials to be done and furnished in accordance with the said 
 order, and may recover the cost and expense thereof from the said public service 
 company. 
 
 Before the commission shall make any final order relative to the construction, 
 re-location, alteration or abolition of any crossing involving any public highway 
 or street, an effort shall be made by the commission to reach an agreement with 
 the proper officials of the municipal corporations concerned, determining the plans 
 and specifications governing such crossings ; and, in default of such agreement, the 
 commission shall exercise the exclusive power vested in it under this section, and 
 shall finally determine and adopt the complete plans and specifications, and locate 
 all lines and grades in said public highways and streets, and may permit the public 
 service company or companies, or the municipal corporations, to do the whole or 
 any portion of the work in accordance therewith ; otherwise, the commission shall do 
 the work by contract or contracts, to be awarded, after due advertisements, to 
 the lowest responsible bidder in accordance with the said plans and specifications. 
 
 The said contractor shall be authorized, in the name of the commission, to 
 collect by due process of law from the public service company or companies, or 
 the said municipal corporations, or from the Commonwealth, either severally or 
 proportionately as may be determined by the commission, the amount which may 
 be justly due him under the terms of his said contract with the commission; and 
 any amount so determined to be paid the said contractor by the Commonwealth, 
 as well as the amount of damages or compensation determined and awarded to be 
 paid the owners of adjacent property, as aforesaid, shall in each instance be paid 
 by the State Treasurer, on a warrant drawn by the Auditor General, upon the pre- 
 sentation to that officer of a statement setting forth the amount determined to be 
 paid as aforesaid, duly certified by the commission; said payments to be paid 
 
LEGAL ASPECTS 
 
 147 
 
 out of any funds specifically appropriated for such purpose, or generally appro- 
 priated for the improvement of the roads or highways of the Commonwealth; and 
 in case of a verdict and judgment thereon for the damages or compensation, re- 
 corded by any such adjacent property owners upon appeal, the same shall be 
 paid out of any funds appropriated as aforesaid; and any court of common pleas 
 hearing and determining said appeal is hereby authorized and empowered to issue 
 a writ of mandamus to said commission, the Auditor General, and the State Treas- 
 urer, or any of them as the case may require, for the payment of such judgment. 
 
 The commission shall have the right to recover, for and on behalf of the the Commission. 
 Commonwealth, by due process of law, as debts of like amount are now by law re- 
 coverable, from the public service company or companies or municipal corpora- 
 tions, in such amounts or proportions against each as may be determined by the 
 commission, as aforesaid, the amount of the damages or compensation awarded 
 to the owners of adjacent property by the commission, or by the court of the 
 proper county on appeal, and the amounts so recovered shall be paid into the State 
 Treasury for the improvement of the roads of the Commonwealth. 
 
 DIGEST OF BILL NO. 3525 
 An Ordinance Authorizing the Construction of the Liberty Street Subway 
 
 After protracted negotiations between the city and the Lake Shore & Michigan Southern 
 Railroad, and the Pennsylvania Company, an ordinance was finally passed on August 30, 1912, 
 for the purpose of abolishing the grade crossing over the tracks of their railroads at Liberty Street, 
 and carrying that street under the tracks. 
 
 The ordinance provides that the necessary excavating shall be done by the city, and that the 
 city shall construct and maintain the sidewalks, sewers, drains and pavements in the subway. 
 The railroad companies are to build street bridges over the roadway, one sufficient to carry 7 rail- 
 road tracks, and the other 4 tracks. Those bridges are to be supported on concrete abutments. 
 The floors of the bridges are to be water tight. The width of the subway is to be 60 feet, of which 
 40 feet is for roadway and 10 feet on each side for foot walks. Two lines of steel posts or columns 
 will be placed in the outer edge of the sidewalks. 
 
 The remaining 40 feet of Liberty Street (20 feet on each side) not occupied by the subway 
 shall be vacated from the north right of way line of the Pennsylvania Company to a point 130 
 feet south of the north right of way line of the L. S. & M. S. R. R. 
 
 The east and west 20 feet of Liberty Street from 12th Street to the north line of the Pennsyl- 
 vania Company right of way may be used as roadways by the Hays Mfg. Co. and Williams Tool 
 Company, respectively, and shall be left at a grade satisfactory to them, said 20-foot strips, how- 
 ever, shall remain the property of the city. Retaining walls are to be built and maintained by the 
 city on each side of the 60-foot wide approach to the subway for the purpose of supporting the 
 banks of said 20-foot strips, and an iron fence on top of the walls. The Hays Mfg. Co. and Wil- 
 liams Tool Co. shall be subject to street improvement assessments, the same as if the sidewalk 
 abutted their properties. 
 
 The subway has already been excavated by the city and it is expected the improvement will 
 be completed the coming summer. The written agreements between the parties interested are on 
 file in the office of the Superintendent of Department of Accounts and Finance. The roadway in 
 the subway shall be 13 feet in the clear from the bridges carrying the tracks. 
 
 Approximate estimates of the cost of this improvement indicate that the investment of the 
 city will be about $20,000.00, and of the railroads about $80,000.00. 
 
148 
 
 GREATER ERIE 
 
 A Beautiful Spot in Rockefeller Park, Cleveland, showing Row Boat Lake, Boat House, 
 Public Tennis Courts and Boulevard 
 
 Rockefeller Park, 276 acres, completed park lands along Doan Brook Valley 
 from the head waters of the stream to where they flow into Lake Erie, forming a 
 single body of land of nearly seven miles in length with an area of over 800 acres. 
 It was presented as a gift to the City of Cleveland on "Founders Day," July 22, 
 1896, and appropriately acknowledged in the following as well as other resolutions. 
 
 Whereas, John D. Rockefeller, has, through his friend and agent, J. G. W. Cowles, tendered 
 to the City of Cleveland for the benefit of all the people, tracts of land and money for park and 
 boulevard purposes which could not be duplicated for a million dollars, therefore mindful of this 
 great gift which is to go down the ages as a source of health, pleasure, education and culture not 
 only to the citizens of Cleveland but to all visitors, now, therefore, be it 
 
 Resolved, By the people assembled on this the one-hundredth anniversary of the founding 
 of the city, that deeply conscious of the value of this magnificent gift and addition to our park sys- 
 tem and the motives and purpose under which it has been given, and moved by this sense of our 
 appreciation of it and the generosity of the giver, we accept the gift and most cordially tender 
 to him our vote of sincere thanks, and in accepting these lands, as a part of our park system, we 
 request him to permit them to be named and known as "Rockefeller Park," so that his name may 
 go down the ages in the hearts of the present and the unborn generations as one of the great names in 
 American history who knew how to plant money where it will be immortal in culture and character. 
 
 Cleveland has been fortunate in the acquisition by gift of many smaller tracts 
 of land none the less important to the completion of an excellent park system. 
 
Every day iri thjs World i\as its "WorK 
 arid every day as it rises out of eternity 
 Keeps putting to eact\ of xis tr\e question 
 afresl], "Wt\at -Will you do (for your city) 
 before to-day i\as sUnK irito eterriity arid 
 r|ott\irigriess again?" 
 
 — Frederick William Robertson 
 
 APPENDICES 
 
 Frugality is good, if liberality be joined 
 witr\ it. Tr\e first is leaving off superfluous 
 expenses; tt\e last bestowing tr\eriq to tf|e 
 benefit of others ti]at need. Tne first witl\- 
 oUt ti\e last begets covetoUsness, ti\e last 
 Without ti|e first begets prodigality 
 
 — William Perm 
 
The First Surveyor General of the United States, who in 1795 made the 
 Original General Plan of Erie 
 
 150 
 
RIB is situated on the site of the ancient Presque Isle Fort 
 and French village of the same name. Presque Isle was 
 one link of a chain of thirteen French Forts extending along 
 the St. Lawrence River and the south shores of Lakes 
 Ontario and Erie, and the Allegheny River from Quebec to 
 
 Fort Duquesne (now Pittsburgh) connecting the French possessions in Canada 
 
 with their territory on the Mississippi. 
 
 Before proceeding to describe the plan and development of the City of Erie a 
 side glance at its early history may not be out of place. While Erie played no 
 part in the revolutionary war, being then a virtual no man's land, a dense forest 
 beyond the mountains, which formed the frontier of the settlements of the colo- 
 nies, it is nevertheless built upon historic ground. Its site was not then a part of 
 Pennsylvania. It was not until after the peace with Great Britain in 1783 that 
 in the westward trend of the colonists, attention was directed to Presque Isle, 
 which was, or had previously been, claimed, respectively, by the States of New 
 York, Massachusetts and Connecticut as part of their territory. 
 
 THE E R I E S 
 
 The earliest history of Presque Isle finds it in possession of a tribe of Indians 
 known as the "Eries," or "Cat Nation." The first recorded appearance of a 
 white man at Presque Isle was in the year 1615, when Etiene Brule, Champlain's 
 interpreter, visited the "Eries." He was followed by LaRoche Daillon, a Catholic 
 Missionary, in 1626, and Joncaire, a French Indian Agent, in 1630. The in- 
 trepid explorer, Cavalier Robert De La Salle, in 1669, passed through here on 
 one of his exploring expeditions to the Ohio River. La Salle published a map of 
 Lake Erie — the first ever drawn — in 1672. Six years later he built a vessel in the 
 Niagara River, and with it explored the lake and adjacent country. 
 
 The "Eries," by some historians, have been described as an intellectual, 
 peace loving nation, by others as ferocious and warlike. From fairly reliable 
 authority we learn that they were defeated in battle by the "six nations." (The 
 Iroquois Confederacy) in the year 1653. They were either exterminated or ab- 
 
152 GREATERERIE 
 
 sorbed so completely by their conquerors that from that period their identity is 
 lost. Their numbers have been estimated at 12,000. Remnants of the "Erie's" 
 are said to have been located in the Christian village of La Prairie, and among the 
 Onondages of New York, who held them in slavery. Their language did not 
 survive the fall of their nation. 
 
 "A few strange words of a forgotten tongue 
 That still to Lake and River's Marge have clung, 
 
 Are all that linger, of the Past, to tell, 
 
 With their weird-sounding music, how it fell 
 That here the people of that elder day 
 Sinned, suffered, loved, hoped, hated, passed away." 
 
 THE MOUND BUILDERS 
 
 Antedating the "Eries" by several hundred years was another race of men 
 who inhabited Erie County and the country southward to the far Rio Grande, of 
 whom no history is extant. It does not appear that they existed east of this county. 
 This race, for want of a better name, is known as the "Mound Builders." 
 
 Curious mounds and circular embankments have been found in the town- 
 ships of Harbor Creek, LeBoeuf, Girard, Fairview, Conneaut, Springfield, Wayne 
 and Venango. Many of those mounds still survive the levelings of civilization. 
 A circle of raised earth may be seen at the Four Mile Creek southeast of the big 
 curve of the P. & E- R- R-, and another in Wayne Township between Corry and 
 Elgin, several feet in height, enclosing three acres, and surrounded by a trench. 
 The formation and make-up of those landmarks leave little room for doubt that 
 they are the work of human hands. An idea of their antiquity may be formed by 
 the age of timber found growing upon them. A tree 500 years old was cut on a 
 Conneaut embankment. 
 
 Human bones in large quantities have been unearthed on the line of the P. 
 & E. R- R- through the Warfel farm (one of which indicated a height of 9 feet) 
 and also on the corner of 26th and Holland Streets, which is probably part of the 
 cemetery discovered in 1820, south of 26th near Holland Street, and which created 
 a sensation at that time. In excavating for the E- & P R- R. line to the harbor, 
 a mass of human bones was found at the crossing of the "Green Garden Road." 
 The bodies were in a sitting posture, but thrown together promiscuously, indi- 
 cating they were killed in battle and hurriedly interred. 
 
 In 1825 Francis Carnahan, in Harbor Creek township near the shore of the 
 lake plowed up what upon competent archaeological investigation proved to be one 
 of the celebrated "Chorean Beads," known only as existing in ancient Egypt. 
 Similar beads have been found in the tombs along the Nile. They were em- 
 ployed in worship and worn as amulets and were cherished possessions of that 
 ancient people. The last known of the bead found by Carnahan it was in pos- 
 session of L. G. Olmstead, of Fort Edward, N. Y. What is its history? Did the 
 Mound Builders come from Egypt? The evidence of pre-historic development 
 
BRIEF HISTORY 
 
 153 
 
 impels the belief that the Indians as we know them, or of them, were not the 
 original possessors of the south shore of Lake Brie. The human bones found in 
 various places in and near Erie indicate mammoth physical development. These 
 with the mounds and elevated circles are all that are left to identify the Mound 
 Builders that race of men anterior and superior to the Indians who have so com- 
 pletely and mysteriously disappeared, that history nor tradition furnishes no 
 trace of their origin, numbers or destiny. They were, and are not. 
 "No hoary legend of their past declares 
 Through what uncounted years our home was theirs." 
 
 THE COMING OF THE WHITE MAN— PRESQUE ISLE VILLAGE 
 
 The first settlement of Presque Isle by white men was in 1753, when the French 
 village of that name was built on the site now occupied by the Soldiers and Sailors 
 Home. The village contained about 100 families, grist mills, a school teacher, a 
 Catholic priest, and numerous Indians. They cleared land and cultivated fields 
 of corn. A fort was built and occupied on the west bank of Mill Creek at or near 
 Front Street, on the east side of Parade Street, the same year, and also a road to 
 Fort LeBoeuf (Waterford) of which Parade Street forms a part. The village was 
 abandoned on or before 1758. The fort was evacuated by the French garrison in 
 1759, after the fall of Quebec. It was occupied by the British in 1760. Both 
 nations considered Presque Isle an important point in the chain of defenses, and 
 a valuable supply depot. It may be worth noting here that the overland route 
 from Presque Isle to Fort LeBoeuf was the only break in water navigation along 
 the line of forts from the lakes to the Mississippi River. 
 
 In 1753 George Washington, then 21 years old, was sent by Governor Din- 
 widdie, of Virginia, to Fort LeBoeuf, to notify the French to discontinue fortify- 
 ing Presque Isle and LeBoeuf, claiming the same to be British territory. Wash- 
 ington was accompanied by Christopher Gist, a white man, and an Indian inter- 
 preter. They were in LeBoeuf from the 11th to the 16th of December. Captain 
 Riparti was called in conference and came over from Presque Isle. Washington 
 recorded in his journal the gentlemanly treatment he received from the French 
 officers. They stated they would communicate with their superior officer the 
 Marquis Du Quesne, but for the present must refuse to comply with the notice. 
 Washington returned without visiting Presque Isle. 
 
 THE PONTIAC CONSPIRACY 
 
 Pontiac, Chief of the Ottawas (who fought with the French at "Braddock's 
 Defeat") secretly formed a union of all the Indian tribes west of the Alleghenies, 
 including the "Six Nations," for concerted action against the British, who at this 
 time were in possession of all the frontier forts. The combination which Pontiac 
 had formed, was so vast, its ramifications were so extensive, and its plan of 
 campaign so practical, that it cast in the shade all previous efforts at Indian 
 warfare. With a suddenness that astonished the British, war flamed out in 1763. 
 
154 
 
 GREATER ERIE 
 
 A simultaneous attack was made on all of the thirteen forts, and nine of them 
 were captured, including Presque Isle and LeBoeuf. Fort LeBoeuf was attacked 
 June 17, 1763. The garrison, only thirteen men under command of Ensign Price, 
 crept out at night and escaped to Pittsburgh. The attacking force consisted of 
 about 200 Indians, Senecas and Ottawas. After the fall of LeBoeuf they marched 
 to Presque Isle. 
 
 BATTLE OF PRESQUE ISLE 
 
 As is usual in descriptions of battles, conflicting accounts have come down to 
 us relating to Presque Isle. Francis Parkman is considered a reliable historian 
 of the French and Indian wars. The following is from his history of the "Con- 
 spiracy of Pontiac." It conforms very nearly with the account given in the 
 Pennsylvania archives : 
 
 "There had been hot fighting before Presque Isle was taken. Could courage 
 have saved it, it never would have fallen. * * * * At one of its angles was 
 a large block house, a species of structure much used in the petty forest warfare of 
 the day. It was two stories in height, and solidly built of massive timber; the 
 diameter of the upper story exceeding that of the lower by several feet, so that 
 through the openings in the projecting floor of the former the defenders could 
 shoot down upon the heads of an enemy assailing the outer wall below. The 
 roof being covered with shingles might easily be set on fire, but to guard against 
 this there was an opening through which the garrison, partially protected by a 
 covering of plank, might pour down the water upon the flames. * * And now 
 the defenders could see the Indians throwing up earth and stones behind one of 
 the breastworks; their implacable foes were laboring to undermine the block- 
 house, a sure and insidious expedient, against which there was no defense. There 
 was little leisure to reflect on this new peril, for another, more imminent and 
 horrible, soon threatened them. The barrels of water always kept in the block- 
 house were nearly emptied in extinguishing the frequent fires, and though there 
 was a well in the parade ground, yet to approach it would be certain death. The 
 only recourse was to dig one in the block-house itself. The floor was torn up, 
 and while some of the men fired their heated muskets from the loop-holes to keep 
 the enemy in check, the rest labored with desperate energy at this toilsome and 
 cheerless task. Before it was half completed, the cry of fire was again raised, and, 
 at the imminent risk of life, they tore off the blazing shingles and arrested the 
 danger, By this time it was evening. The little garrison had fought from earliest 
 daylight without a minute's rest. Nor did darkness bring relief, for the Indian 
 guns flashed all night long from the entrenchments. They seemed determined to 
 wear out the obstinate defenders by fatigue. While some slept, others in their 
 turn continued the assault, and morning brought fresh dangers. The block-house 
 was fired several times during the day, but they kept up their forlorn and desper- 
 ate resistance. The house of the commanding officer sank into glowing embers; 
 the fire on both sides did not cease 'till midnight, at which hour a voice was heard 
 
BRIEF HISTORY 
 
 155 
 
 in French, calling out that further defense was useless, since preparations were 
 made to burn above and below at once. Ensign Christie, the officer in command, 
 demanded if any one spoke English, upon which a man in Indian dress came for- 
 ward. He had been made a prisoner in the French war, and was now fighting 
 against his own countrymen. He said if they yielded they would be saved alive, 
 if not, they would be burned. Christie resolved to hold out as long as a shadow 
 of hope remained, and while some of the garrison slept, the rest watched. They 
 told them to wait until morning. They assented, and suspended their fire. When 
 morning came, they sent out two persons, on pretense of treating, but in reality 
 to learn the truth of the preparations to burn the block-house, whose sides were 
 pierced with bullets and scorched with fire. In spite of the capitulation, they 
 were surrounded and seized, and, having been detained for some time in the 
 neighborhood, were sent as prisoners to Detroit, where Ensign Christie soon made 
 his escape and gained the fort in safety." The surrender of Presque Isle took place 
 June 22, 1763. 
 
 According to a statement made in 1754, by Stephen Coffin, a deserter from 
 Presque Isle Fort to the English, the fort was 120 feet long. It was built of 
 Chestnut logs, squared, and lapped over each other to a height of 15 feet, with a 
 log house in each corner and gates on the north and south sides. The stone 
 foundation of this fort was removed in June, 1888, by Messrs. Paradine and 
 McCarty, in excavating brick clay. Twenty musket barrels, bayonets and 
 other paraphernalia of war were found in the north end. The foundation was 
 three feet deep and the original hard clay floor was covered under three feet of clay. 
 
 In 1764 a British army of 3,000 men, under command of General Bradstreet, 
 passed up the lake, stopping at Presque Isle, and after relieving Detroit returned 
 here August 12, 1764, made a treaty with the Delawares and Shawnees, which 
 was barren of results. 
 
 For the thirty years following 1764, very little history was made at Presque 
 Isle. All traces of former activity were swept away. The white man's fort and 
 buildings crumbled. English control was merely nominal, and the "Noble Red 
 Man" roamed at will through forest and jungle, over stream and bay Except an 
 occasional trader, no pale face appeared to disturb the solitude. Presque Isle had 
 gone over to its conquerors. It became known as the Indian country. At this 
 time no white settlement remained nearer than Pittsburgh on the south, and 
 Cherry Valley, N. Y., on the east. 
 
 "And thenceforth, in the pleasant maple shade, 
 Seneca children, only, laughed and played." 
 
 AMERICAN OCCUPATION 
 
 By the treaty of 1783, England yielded to the United States all claims to the 
 western country. Notwithstanding this fact, a British garrison existed at Presque 
 Isle in 1785, in violation of the treaty, and was so complained of by Mr. Adams, 
 
156 
 
 GREATER ERIE 
 
 American Minister at London, to the English Secretary of State. The British 
 had won the confidence of the Indians and hoped through their assistance and 
 by holding the western garrisons to harass the infant republic and eventually 
 regain their lost territory. Presque Isle was the last fort west of Niagara to be 
 evacuated by the British. The American occupation at Presque Isle commenced 
 nominally in 1785, but it was ten years later before their authority became su- 
 preme. 
 
 On April 13, 1791, an act was passed by the legislature of Pennsylvania to 
 authorize the governor to complete the purchase of the tract of land which com- 
 prises the northern part of Erie County, and which includes the City of Erie. 
 This tract was known as the "Triangle." 
 
 HOW THE TRIANGLE WAS CREATED AND ACQUIRED 
 
 The Triangle as such came into existence in this way: The charter of New 
 York defined its western boundary as extending southerly on a line drawn from 
 the western extremity of Lake Ontario to the 42nd degree of north latitude, being 
 the northern boundary of Pennsylvania. The point of intersection of those 
 lines was supposed to be in Lake Erie west of Presque Isle, thereby including this 
 territory in New York. This proved to be erroneous. The actual survey made 
 the line run 20 miles east of Presque Isle, leaving a triangular tract west of New 
 York and north of Pennsylvania, to which neither state had title, being beyond 
 their chartered jurisdiction. Massachusetts and Connecticut also claimed the 
 Triangle under grants from King James I, to the Plymouth Company of "all the 
 land lying in the same latitude with Connecticut and Massachusetts, as far west 
 as the Pacific Ocean, not previously settled by other Christian powers." 
 
 Gen. William Irvine was sent to the northwest by the Pennsylvania authori- 
 ties to examine into the quality of its lands and report upon the best manner of 
 putting them into the market. While upon this tour he was struck with the fact 
 that the state had no harbor on Lake Erie, and the importance of securing the one 
 at Presque Isle. On his return he interested a number of intelligent and pro- 
 gressive citizens in the project of purchasing the triangle, but the states above 
 mentioned had to be dealt with. After protracted negotiations, New York, 
 Massachusetts and Connecticut released their claims to the United States gov- 
 ernment and the latter conveyed the tract to Pennsylvania for $151,640.25, being 
 75 cents per acre. Part of the payment was made in continental certificates 
 which were in bad credit at the time, but Uncle Sam could not refuse his own 
 notes. The conveyance of the triangle to the State of Pennsylvania was dated 
 March 3rd, 1792, and was signed by George Washington, President, and Thomas 
 Jefferson, Secretary of State. After many conferences the Indian title was ac- 
 quired by purchase, the State paying about $2,800 and the United States $1,200 
 to the "Six Nations." The success of negotiations for the purchase of the Triangle 
 from the Indians, and the averting of bloodshed, must be credited to the diplomacy 
 of Gyantwachia (or Cornplanter) the Seneca Chief, which nearly cost him the 
 friendship of his tribe. In recompense for his services the State gave him a fine 
 
BRIEF HISTORY 
 
 157 
 
 reservation near Warren, where he died in 1836, over 100 years old. In 1867 
 the State erected a monument to Cornplanter. 
 
 In releasing title to the Triangle, Connecticut reserved to itself 120 miles of 
 northeastern Ohio lying between Pennsylvania and Lake Erie, hence the name 
 "Western Reserve." 
 
 The same year the triangle was purchased, the first and futile American at- 
 tempt was made to establish a settlement at Presque Isle. The first legislation 
 of the State of Pennsylvania having that object in view was "An act for the sale 
 of vacant lands within this commonwealth," approved April 3, 1792, better known 
 at the time as the "Actual Settlement Law." It reserved to the State the "Island 
 or Peninsula," the bay, 8 miles along the lake and 3 miles in width, and also pro- 
 vided for laying out a town at Presque Isle, and for a military force for frontier 
 service. 
 
 Another law entitled "An act for laying out a town at Presque Isle," was 
 passed April 8, 1793. This was supplemented by the act of April 18, 1794. The 
 acts of 1793 and 1794 appropriated one inlot and one outlot to each of "the first 
 200 persons who shall actually inhabit and reside, on or before the first day of May, 
 1795, within the town." 
 
 Those acts failed of execution on account of hostility of the British and 
 Indians. The latter had become dissatisfied with the Cornplanter sale of the 
 Triangle. It is not of record that any one braved the chances of the scalping 
 knife to avail himself of the benefits of those laws. The Indians in Council at 
 Buffalo Creek on July 4th, 1794, resolved to prevent, by force, if necessary, the 
 settlement of Presque Isle by the Americans. The United States Commissioner 
 to the "Six Nations" wrote the Secretary of War that the British "feel very 
 much alarmed at the garrisoning of Presque Isle. Governor Mifflin ordered 1,000 
 additional troops to Presque Isle, and matters assumed such a serious aspect 
 that the general government interfered, President Washington, through his Sec- 
 retary of War, General Knox, wrote Governor Mifflin that "Affairs are critically 
 circumstanced between the United States and the "Six Nations," and it was the 
 President's opinion, on mature reflection, that it is advisable to suspend for the 
 present the establishment of Presque Isle." The Governor reluctantly complied 
 with the request of President Washington. The suspense, however, was of short 
 duration. General Wayne's decisive victory at the battle of "Fallen Timbers," 
 on the Maumee River, in 1794, was a crushing blow to Indian hope in this direc- 
 tion. The treaty of Greenville concluded with the western Indians August 3, 
 1795, and the treaty with the "Six Nations" the following November, supple- 
 mented by 200 men from Wayne's army which arrived in Erie, and commenced 
 the building of the block-houses on Garrison Hill, removed all opposition to 
 settlement of the town. No further open Indian hostility was offered, but 
 occasional raids were made on the settlements. The last recorded Indian out- 
 rage in Erie was in May, 1795, near where the Lake Shore R. R. bridge crosses 
 State Street. Ralph Rutledge was killed and scalped, and his son was shot and 
 scalped, but survived until he was taken to LeBoeuf. 
 
158 
 
 GREATER ERIE 
 
 ACTUAL SETTLEMENT OF ERIE 
 
 The law under which Erie was actually laid out and given the name it now 
 bears was passed April 18, 1795. It repealed the acts of 1793 and 1794 above 
 referred to. It provided for appointment of two commissioners to have surveyed 
 1,600 acres of land for town lots, and 3,400 acres adjoining for outlots, at or near 
 Presque Isle on Lake Erie. It provided that the streets shall be not more than 
 100 nor less than 60 feet wide, and with lanes, alleys and reservations for public 
 use, town lots to contain not more than one-third of an acre, and outlots not 
 more than five acres. The reservations for public use not to exceed 20 acres, and 
 that the town shall be called "Erie." The streets, lanes and alleys to be common 
 highways forever. 
 
 The act also provided for reserving 60 acres for fortifications, "one moiety 
 thereof on the bank and the other below the bank comprehending the point at 
 the entrance of the harbor, one lot of 30 acres on the Peninsula at or near the 
 entrance to the harbor," and 100 acres on the Peninsula, for U. S. fortifications, 
 dock yards, etc The act provided for enlistment of a force to protect the sur- 
 veyors. The 60 acres above provided for are now occupied by the Soldiers and 
 Sailors Home. Most of the military history of Erie is interwoven with that 60 
 acres. 
 
 The town was surveyed according to the provisions of the act of 1795, by 
 Andrew Ellicott and William Irvine, during the summer of 1795. The surveyors 
 were hampered by jungle and swamp, forest, streams, deep ravines, wild beasts 
 and Indians. 
 
 A draft of the survey is on file in the office of the Secretary of the Common- 
 wealth at Harrisburg. For photograph of copy of that draft see frontispiece. 
 
 Erie was laid out by this survey in three sections, which embraced all the ter- 
 ritory from the Bay to 26th Street, and from East Avenue to 1% miles west of 
 Cranberry Street, the west line of the Alms House farm produced northerly. 
 
 The first section covered that part of the territory lying between East Avenue 
 and Chestnut Street, the second section the part between Chestnut and Cran- 
 berry Streets, and the third section between Cranberry Street and the west line 
 of the Alms House farm extended. 
 
 A five acre park was laid out on the line of Sixth Street in the center of the 
 inlots of each section. 
 
 The inlots of the three sections extended from Front to 12th Street, and from 
 Parade to West Street (one mile west of Cranberry Street). The outlots lie be- 
 tween 12th and 26th Streets, between Parade Street and East Avenue, and be- 
 tween West Street and the west line of the Alms House farm, produced northerly. 
 An inlot is 82^ x 165 feet, and an outlot contains 5 acres, or 16 times larger 
 than an inlot. These are the general dimensions of the lots. They do not 
 apply to the lots abutting on Front Street, which are of irregular sizes owing 
 to the irregular lines of that street. 
 
BRIEF HISTORY 
 
 159 
 
 THE STREET SYSTEM 
 
 All the streets running east and west from East Avenue to Cranberry Street 
 between the bay and Twelfth Street were laid out in the survey of 1795 as they exist 
 to-day, except north of Fifth and east of Parade Street, which space was reserved 
 for fortifications. The north and south streets were laid out by the same survey 
 as they now exist from the bay to 26th Street. Between 12th and 26th Streets 
 there were no east and west streets provided for and the outlots in that territory 
 butted against each other with no allowance for streets. The present east and 
 west streets from 13th to 25th Street, inclusive, have been laid out by ordinances 
 of the city and of the borough of South Erie, respectively. The land for those 
 streets is taken off the adjoining outlots, narrowing them that much, making a 
 building lot in that section usually 135 feet in depth as against 165 feet north of 
 12th Street. South of 12th Street city blocks are 330 feet wide, including the 
 streets; north of 12th Street they contain 330 feet of private property exclusive of 
 the streets. ^ 
 
 East of Parade Street the plan of the town shows two 30-foot lanes in the 
 lines of Ash and Wayne Streets. They were named respectively Ash Lane and 
 Beech Lane, Beech Lane having been changed to Wayne Street by ordinance in 
 1871. Parts of those streets have since been widened by ordinances. Those two 
 lanes were the only public highways provided for in the survey, running north 
 and south, between Parade Street and East Avenue. 
 
 East Avenue was the easterly and 26th Street the southerly boundary of the 
 town plot. Both of those boundary line streets were of irregular widths, owing 
 to variation of the needle, probably, when the reserve tracts were surveyed some 
 time later, those two streets being the lines between the two surveys. Their 
 present widths have been fixed by ordinances. 
 
 The north and south streets of the third section running from the Lake to 
 26th Street were, in the order here named, commencing at Cranberry Street, viz. : 
 Cranberry, Cedar, Mulberry, Magnolia, Republican, Gooseberry, Willow, Hazel, 
 and West Streets. The east and west streets of the third section were of the same 
 names and direct continuations of Front, Second, Third, etc., streets up to and 
 including 12th Street, and none provided for south of 12th, except 26th Street. 
 
 The Third Section Park was at the intersection of 6th and Republican Streets. 
 The latter was a 100-foot street, and the center of the section, as State and Liberty 
 are the centers of the first and second sections. 
 
 SALE OF LOTS OF THE "THIRD SECTION"— CONDITIONS 
 
 By the Act of April 8th, 1833, the "Third Section," including the inlots and 
 outlots, was granted to the Borough to lay out in tracts and sell to the highest 
 bidders and apply the proceeds towards building the Canal Basin. The act 
 vacated the streets in that section and directed that 100 acres be reserved for a 
 county poor farm. Accordingly, the property was laid out into, approximately, 
 
160 
 
 GREATER ER 
 
 50 acre farms, abutting on Twenty-sixth Street and the Lake Road, which the 
 Borough Council reserved for a public highway, 60 feet wide, as a direct con- 
 tinuation of West 8th Street. 
 
 The "Third Section" tracts or farms were sold at auction in August, 1833, 
 the prices ranging from 11 to 2034 dollars per acre. Following is a copy of such 
 parts of the conditions of sale of the "Third Section" as are deemed of public 
 interest. 
 
 ****** "The Lake Road (so called) shall be sixty feet wide, the 
 side lines thereof corresponding with those of Eighth Street in the Borough of 
 Erie, and continuing in a direct line with the same through said section; and the 
 lots touching said road shall be bounded by the side lines of the same. 
 
 There shall be a road or free public way fifty feet wide commencing on the 
 Ridge Road (so called) on the line between lots Nos. 4 and 5, and running from 
 thence along said line and the line between lots Nos. 22 and 23 to the Lake Road, 
 one-half the width to be taken off of each of said adjoining lots ; except that where 
 the west branch of the Cascade Run approaches within less than fifty feet of said 
 dividing line the said road shall diverge so far eastwardly into lot No. 23 as to 
 contain the said fifty feet east of said run. 
 
 There shall be a similar road or way from the said Lake Road to the bay of 
 Presque Isle running along the line between lots Nos. 31 and 32, of the same width, 
 one-half to be taken off of each of said lots." ***** 
 
 * * "With the foregoing alterations and exceptions, the plan, survey and 
 map made for the Burgess and Town Council, by Col. Thos. Forster, is adopted. 
 
 By order of the Burgess and Town Council of the Borough of Erie. 
 
 T. H. Sill, Burgess. 
 Attest: Wm. KELLEY, Clerk. 
 August 5, 1833." 
 
 It may be worth noting here that the conditions of sale also provided for util- 
 izing the waters of Cascade Run for power to run machinery, and for that pur- 
 pose the purchaser of lot No. 22 was privileged to back the water five perches 
 into lot No. 21, and the purchaser of lot Nos. 20 and 21 (which were consolidated) 
 was likewise permitted to back the water five perches into lot No. 19. 
 
 The names of the purchasers and prices paid for the "Third Section" land 
 are recorded in Borough Record 3, pages 6 and 7, in the City Clerk's office. 
 
 The canal basin was constructed in 1834 from the proceeds of sale of the 
 third section lands. It originally extended east to German Street. About 1,000 
 feet in length off the east end was vacated by the acts of February 10, 1869, and 
 February 17, 1870. This basin was the harbor for canal boats. 
 
 The Erie Extension Canal was completed in 1844 and abandoned in 1872. 
 
BRIEF HISTORY 
 
 161 
 
 RAILROADS 
 
 The first railroad train to enter Erie was on January 9th, 1852. The city 
 has now five lines of railroad, and it is the terminus of three. Seventy passenger 
 trains enter Erie every 24 hours. 
 
 SALE OF THE TOWN LOTS 
 
 The act of 1795 provided that the Governor should sell one-third of the inlots 
 and outlots of the "First Section" (between East Avenue and Chestnut Street) at 
 public auction and convey them upon the condition that the purchasers should, 
 within two years, erect thereon a house at least 16 feet square with a brick or 
 stone chimney. The condition requiring erection of a house and chimney was 
 repealed in 1800. The following is a copy of the advertisement of the sale of lots 
 published in 1796: 
 
 "Agreeably to instructions from His Excellency, Thomas Mifflin, 
 Governor of this Commonwealth, we shall offer for sale the following 
 town and outlots of Erie, Waterford, Franklin and Warren, at the times 
 and places hereafter specified, viz. : The sale of that portion of the town 
 and outlots of the several towns to be disposed of in the City of Phila- 
 delphia will commence on Monday, the 25th day of July next. That 
 portion of the town and outlots of the several towns to be disposed of 
 at Carlisle will commence at that Borough on Wednesday, the 3rd of 
 August next; and the sale of that portion of the town and outlots of the 
 said towns to be disposed of at Pittsburgh will commence at that 
 Borough on Monday, the 15th day of August next. * * * 
 
 William Irvine, 
 Andrew Ellicott, 
 George Wilson, 
 
 Agents." 
 
 One hundred and sixty-nine inlots and 33 outlots were sold according to above 
 advertisement in 1796. The amount realized, including interest, was $4,165.20. 
 The lot at the northwest corner of 6th and Peach Street was bought by Alexander 
 Addison for $34.00. The square between State and Peach, South Park Row and 
 7th Streets, was purchased by Joseph Kratz, in 1806, for $110. Lots 1401 and 
 1402 on the west side of State between 7th and 8th Streets were purchased by 
 Samuel Smith and Thomas Hughes in 1802, for $30 each. The corner lot on which 
 St. Peter's Cathedral stands was purchased by John Gray in 1815, for $20. The 
 highest priced lots in 1796 were on Second Street at the corners of Parade and 
 German Streets — a lot was sold on each of those corners for $260. The next 
 highest price obtained that year was at the foot of Liberty Street, where a lot was 
 sold for $106. The five acres at and around Union Depot was bought by David 
 McNair in 1801, for $20. 
 
 Apparently the United States did not long maintain a permanent garrison at 
 Erie, because we find in the Act of March 20, 1812, that "the United States have 
 long since ceased to maintain a garrison at Presque Isle and have also vacated all 
 
162 
 
 GREATER ERIE 
 
 the buildings and premises aforesaid and the same are fast going to ruin." Two 
 commissioners were appointed in pursuance to the same act to take charge of the 
 property and prevent trespassing. 
 
 After the town of Erie had been laid out the remainder of the reservation, 
 which, including the site of the town, was eight miles long and three miles wide 
 along the lake, was, by the Act or 1799 directed to be laid out into farms and 
 sold to the highest bidders. 
 
 The lots of the "second section" of the town, that part between Chestnut 
 and Cranberry Streets, were sold to the highest bidders under the Act of March 
 20, 1811. This Act made the eastern sand Beach a public landing. 
 
 CHARTERED AS A BOROUGH 
 
 The "Borough of Erie" was chartered by act of the legislature of Pennsyl- 
 vania dated March 29th, 1805. The boundaries were Parade, Twelfth and Chest- 
 nut Streets, and Lake Erie. 
 
 The charter provided for electing a Burgess, five Councilmen and a High 
 Constable, annually, on the first Monday of May, the election to be held at the 
 house of George Buehler "until a court house shall be erected, after which the 
 elections shall be held therein." The Buehler house was located at the northeast 
 corner of Third and French Streets. It was Commodore Perry's headquarters in 
 1803, and during the building of the fleet. 
 
 The first election for Borough Officers took place on May 5th, 1806, and re- 
 sulted as follows: Burgess, John C. Wallace; Town Council, Judah Colt, Rufus S. 
 Reed, George Buehler, Robert Hays, and George Shontz; Borough Constable, 
 Robert Irwin. 
 
 The Burgess and Council took the oath of office, organized and held their 
 first official session on May 7, 1806, and at that session appointed the following 
 officers : 
 
 Town Clerk, James E. Herron; Street Commissioners, Thomas Forster, Esq., 
 Wm. Wallace, Esq., and James Baird, Treasurer, Wm. Bell, Esq. 
 
 Ten days later, on May 17, 1806, the Council authorized the Burgess to ad- 
 vertise for proposals for taking the stumps out of French Street, from Second to 
 Sixth Street. Second Street from French to Parade, and French Street from 
 Second to Sixth appear to have been the leading streets of the town at this time. 
 French Street from Second to Third Street was the business center. 
 
 TERRITORIAL EXPANSION 
 
 The act of April 8, 1833, extended the north line of the Boro to the north line 
 of the water lots in the bay. The act of April 15, 1834, extended the northern 
 boundary 1,300 feet farther into the bay. The act of April 10, 1848, fixed the 
 boundaries at Ash, 18th, and Liberty Streets to the bay, "thence westwardly 
 along the shore of the bay and around the head thereof, as far as the shore extends; 
 
BRIEF HISTORY 
 
 163 
 
 thence by a direct line across the western opening or channel to the western ex- 
 tremity or end of the island of Presque Isle ; thence around the outside or northern 
 shore of the island to eastern end or extremity thereof; thence by a direct line 
 across the eastern channel to the shore of the lake, at and near the northeast 
 corner of the sixty-acre reservation, called the Garrison Ground; thence along 
 the eastern and southern boundary of said reservation to the north end of Ash 
 Lane." 
 
 It will be noticed that this act refers to a western entrance to the harbor. 
 This opening at the neck of the peninsula existed in varying widths from 1835 to 
 1864. It was at one time nearly a mile wide. 
 
 The act of 1848 divided the Borough into two wards, the east and west 
 wards, with State Street the dividing line. 
 
 Erie became a City on April 14, 1851, and then commenced its government 
 by a Mayor, Select and Common Councils which continued practically unchanged 
 until December 1, 1913. 
 
 The first Mayor and Councils under the City charter of 1851 were: Mayor, 
 Thomas G. Colt; Select Council, C. McSparren, Wm. M. Gallagher, F. Schneider, 
 John Zimmerly, S. M. Carpenter, and A. W. Brewster. Common Council, James 
 D. Dunlap, (President), Wilson King, James Skinner, Thomas Dillon, Samuel W. 
 Keefer, Daniel G. Landon, Adam Acheson, L. Momeyer, O. D. Spafford, A. A. 
 Craig, Prescott Metcalf and Josiah Kellog. From 1851 to 1859 the Mayor was 
 ex-officio President of the Select Council. The City was divided into four wards 
 by the act of March 17, 1859, with State and Eighth Streets the dividing lines. 
 
 BOROUGH OF SOUTH ERIE 
 
 A settlement known as Eagle Village existed 100 years ago in the vicinity of 
 26th and Peach Streets. It had a hotel and business houses, and was a stopping 
 place in the early days, being at the junction of the Waterford Pike and Ridge 
 Roads. A mile of dense forest separated the Borough of Erie from Eagle Village. 
 
 By 1866 this village had become generally known as "Federal Hill," and had 
 extended several squares northerly. 
 
 On February 23, 1866, the district embraced by Eagle Village, and some 
 adjoining territory was chartered as the "Borough of South Erie," the boundaries 
 of this Boro were Parade, Cherry, 18th and 26th Streets. A Burgess and Council 
 for South Erie were elected in 1866. The Boro organization continued four 
 years, during which many streets were opened and graded, and Peach Street 
 paved south to 26th Street. The first Council of South Erie was Samuel Low, 
 
 Althof, Samuel Brown, Peter Loesch, and Val. Schultz; Borough Clerk, 
 
 William F. Lutje. William Henry was Burgess of the Borough during its entire 
 existence. 
 
 South Erie was annexed to the city under the act of February 25, 1870, 
 which act divided the city into six wards and fixed the boundaries of the city, 
 
164 
 
 GREATER ERIE 
 
 and wards practically as they exist to-day, the only addition since that time being 
 the six city blocks between 8th and 11th Streets from Cranberry Street to Weschler 
 Avenue, which were annexed by ordinance of July 29, 1907, and Glenwood Park, 
 though detached territory, was made part of the city by ordinance of Sept. 18, 
 1903. 
 
 The population of Erie in 1810 was 394, in 1820, 635; 1830, 1,465; 1840, 
 3,412; 1850, 5,858, 1860, 9,419; 1870, 19,646; 1880, 27,737; 1890, 40,634; 1900, 
 52,733; 1910, 66,525. 
 
 Municipal government by a single branch of Council, small in number of 
 members, and popularly known as "Commission Government," went into opera- 
 tion in Erie on December 1st, 1913. Old conditions are now in process of adjust- 
 ment to conform with the new. 
 
 The new plan of government though but six weeks old, is recognized generally 
 as being thus far eminently successful. 
 
 The new Council is as follows: Hon. Wm. J. Stern, Mayor and President of 
 the Council, and Superintendent of Department of Public Affairs; Cassius L. 
 Baker, Esq., Superintendent of the Department of Accounts and Finance; John 
 C. Dundon, Superintendent of the Department of Public Safety; Theodore Eieh- 
 horn, Superintendent of the Department of Streets and Public Improvements; 
 Frank E- Pelow, Superintendent of the Department of Parks and Public Prop- 
 erty; M. J. Henry, Clerk of Council. 
 
 THE WATER LOTS 
 
 The act of March 29, 1805, authorized the laying out and sale of the water 
 lots along the bay front from Parade to Chestnut Streets. Those lots were laid 
 out 33 feet in width by resolution of the Boro Council, on Nov. 7, 1807. Four- 
 teen of the lots, Numbers 57 to 70 inclusive, were sold to the highest bidders at 
 Buehler's hotel, Corner 3rd and French Streets, Nov. 15, 1807. 
 
 The act of April 2, 1868, authorized the city to extend the northern boun- 
 daries of the water lots of the First, Second and Third Sections of the city, west 
 of the Canal Basin, as far into the bay as the northwest corner of the Canal Basin 
 pier. The line was so extended by ordinance of March 18, 1869, and by the 
 same ordinance all the streets from Parade to Cranberry Street inclusive which 
 cross Second Street at right angles were extended the same distance into the bay. 
 The act of March 29, 1805, authorized the Borough to extend the streets into the 
 bay as far as deemed expedient. 
 
 For all practical purposes the Canal Basin pier (the old public dock) was 
 deemed to be the harbor line, though never actually defined as such. The harbor 
 line was definitely fixed by the Secretary of War Dec. 18, 1896, about 560 feet 
 north of, and parallel with the Canal Basin pier, hence a space of about 560 feet 
 exists between the old public dock and the harbor line, being about the length of 
 the new State Street pier. This space is owned by the State, and the public 
 
BRIEF HISTORY 
 
 165 
 
 interests would be subserved by the city acquiring this water property and extend- 
 ing the streets to the new harbor line. 
 
 The owners of the outshore water lots ending at the Canal Basin pier are re- 
 quired by contract entered into in 1846, to pay the city six dollars per lot an- 
 nually for the purpose of keeping the State Street Canal Basin bridge in repair. 
 
 The water lots now occupied by the Erie Yacht Club and eastward to 165 
 feet east of Myrtle Street are owned by the city. The water property lying be- 
 tween Parade Street and the south breakwater, from the bank of the lake to the 
 sunken cribs, was ceded to the Borough by the act of March 29, 1849, and ten 
 years later was conveyed by the city to the Sunbury & Erie (now P & E.) 
 Railroad under certain conditions, which the city authorities allege have not been 
 complied with. Litigation is now pending to recover this property for the city. 
 
 The water lots between Chestnut and Cranberry Streets were laid out and 
 sold under the act of January 23, 1838. 
 
 RE-SURVEY 
 
 Pursuant to resolution of the Boro Council of May 10, 1837, a re-survey of 
 Erie was made in that year, and red cedar land marks placed at each street inter- 
 section (except on 12th and Front Streets). A map of this survey is on file in 
 the City Engineer's office. 
 
 By city ordinance of June 23, 1851, all surveys thereafter made in the city 
 must conform with the re-survey of 1837, and the ordinance requires the City 
 Engineer to record in a book (which shall be the property of the city) all surveys 
 so made of lots, etc., with dates of surveys and names of owners. 
 
 The re-survey of 1837 above referred to shows the western opening in the 
 Peninsula, which was at one time intended to be utilized in making another navi- 
 gable channel to the harbor. Mr. Brown, two years prior to making the survey 
 of the Borough, had submitted plans for a western channel, but the project was 
 finally abandoned as impracticable. 
 
 THE REED FAMILY 
 
 While the surveyors were at work laying out the town of Erie in 1795, a sail- 
 boat came up the lake from Buffalo on the 30th of June or 1st of July. The 
 boat was owned and operated by James Talmadge. It contained four passengers, 
 Col. Seth Reed, a revolutionary soldier and founder of the Reed family whose 
 business activities have been interwoven with the history of Erie for 100 years, 
 his wife Hannah, and their two sons, Manning and Chas. J. Reed were the other 
 passengers in the boat. 
 
 They landed on the peninsula, considering it more secure from Indians than 
 the main land. They remained on the peninsula over night. Their camp fire 
 was "viewed with alarm" from the camp of the surveyors and preparations were 
 made to resist an Indian attack. When morning dawned, a boat-load of armed 
 
166 
 
 GREATER ERIE 
 
 men, carrying a flag of truce and accompanied by a canoe-load of friendly Indians 
 was sent over to ascertain the cause of alarm. They landed with caution, and 
 found a white family who were, perhaps, more scared than themselves. 
 
 Col. Reed had come to stay, and at once set about erecting a one-story log 
 cabin covered with bark, at the mouth of Millcreek, which he labeled "Presque 
 Isle Hotel." This was the first residence erected by an American citizen in Brie 
 county. Col. Reed was the great-grandfather of Ex-Mayor Hon. Chas. M. Reed. 
 Two more sons, Rufus S. and George, arrived in September. Next year the 
 Colonel erected a better building at the corner of Second and Parade Streets, 
 which he placed in charge of Rufus S., and moved to the present site of Kearsarge, 
 where he died in 1797. Chas. J. Reed and Rachel Miller's marriage on Dec. 27, 
 1797, was the first American wedding in Erie county. 
 
 While his brothers took to farming, Rufus S., the most prosperous and best 
 known, had a special talent for business, and was extraordinarily successful. 
 Commencing at Second and Parade Streets, he carried on an extensive trade with 
 the Indians, the soldiers and settlers. He operated a line of boats on the lake, 
 and had government contracts for furnishing the western forts with provisions. 
 
 Giles Sanford became associated with Mr. Reed in his mercantile branch. 
 Reed & Sanford were the only merchants here during the war of 1812. In 1817- 
 18, Reed erected a grist mill and distillery on Parade near Fifth Street. This 
 building remained until about 30 years ago. Seven years later he built another 
 distillery near the corner of 18th and Parade Streets. He died June 1, 1846, 
 leaving the largest fortune in the lake shore region. 
 
 His only son, Gen. Chas. M. Reed, inherited his father's business abili- 
 ties. He became the largest owner of steamboats on the lakes, some of which 
 equalled in tonnage and magnificence those of the present day — notably the 
 "James Madison," which was about the first to operate directly between Buffalo 
 and Chicago. He died Dec. 18, 1871, aged nearly 69, and left a fortune estimated 
 from 5 to 15 millions. He had several children, of whom only one survives, Hon. 
 Chas. M. Reed, who was twice elected Mayor of Erie, in 1872 and 1873, and now 
 lives in retirement. He has two sons living, Carl and Harrison. 
 
 THE REED HOUSE 
 
 Rufus S. Reed erected the "Mansion House" in 1826, a famous hotel for its 
 time. It was destroyed by fire on Feb. 22, 1839. Mr. Reed then built the original 
 "Reed House" on the site of the Mansion House. The Reed House was burned 
 in March, 1864, was rebuilt, and again burned in 1872. The walls remained 
 standing after the fire of 1872 and were, for the most part, utilized in the recon- 
 structed building as it is to-day. When the Reed House had been rebuilt and 
 refitted after the fire of 1864, it was considered the greatest hotel between New 
 York and Chicago, and its glory has not departed. It is an up-to-date hotel 
 to-day. 
 
BRIEF HISTORY 
 
 167 
 
 THE OLD CUSTOM HOUSE 
 
 The building on the east side of State Street between 4th and 5th Streets was 
 erected in 1839 by the United States Bank, and was used as a branch of that 
 institution. The adjoining building on the south was the home of the cashier. 
 
 When the parent bank failed in 1840 this branch went down with it. The 
 bank building was purchased by the government for a custom house in 1849, for 
 $29,000. It is a substantial brick structure, faced with marble, with elaborate 
 marble steps and columns. Its striking appearance suggests what one might 
 expect to see in old Athens. 
 
 The post office occupied this building from 1853 to 1867, when it was removed 
 to the southeast corner of 8th and State Streets. The present postoffice was 
 erected in 1888. By permission of the government, the G. A. R. has now the use 
 of the old custom house for a place of meeting. 
 
 THE LAND LIGHT HOUSE 
 
 After the Reed House and 
 old custom house, perhaps the 
 most enduring of Erie's land- 
 marks, is the Land Light 
 House tower. A light house 
 was built near the present site 
 in 1818 at a cost of $3,000. 
 It was replaced in 1858 by a 
 new tower of Milwaukee 
 brick, the foundation of which 
 was defective, probably owing 
 to quicksand. The structure 
 commenced to settle and was 
 taken down in a few years. 
 
 Land Light House, Built in 1866 
 
 The shaft now standing was erected with Berea stone, in 1866, at a cost of 
 $33,000, and singular to say, it is built on a wooden foundation. An excavation 
 20 feet deep was made for this foundation Eight courses of oak timber 12 inches 
 square and 20 feet long were placed in the bottom, 6 feet of broken stone and Port- 
 land cement was placed over the timbers ; on this, courses of stone 8 feet thick were 
 laid in cement mortar. 
 
 The tower is 67 feet in height from the water table to the focal plane of the 
 lens, and 127 feet above the water in the lake. The lantern used was made in 
 Paris, and cost $7,000. Its light was visable 17 miles 
 
 This light house was discontinued in 1880, and sold, with two acres of ground, 
 for $1,800. It was re-purchased and re-established a few years later, to be again 
 
168 
 
 GREATER ERIE 
 
 discontinued in a few more years. It stands to-day, like the "Pillar Towers of 
 Ireland," a monument of the past. 
 
 A year ago it was acquired by the city, with about two acres of land, for park 
 purposes. 
 
 STREAMS 
 
 A thick and tangled forest of hardwood and swamp timber originally covered 
 the site of the city, divided into water sheds by many streams, which, though 
 small in themselves, usually occupied deep channels, which, in the absence of rock, 
 had cut into the soft ground before entering the lake. Many of those streams 
 are now nameless, have been supplanted by city sewers, their gullies filled, and 
 their existence forgotten. Following is a partial list : Millcreek, the largest of the 
 streams, flows through the city from south to north. It originally crossed State 
 Street between 16th and 17th Streets. Its channel continued northward a little 
 west of the west line of State Street to 14th Street, thence down the center of 
 State Street to a point north of 13th Street. Its most westerly point was at 15th 
 Street, where the channel was within about 200 feet from Peach Street. The 
 Central Market House stands on the site of the original channel of Mill Creek. 
 In 1870 the channel was changed to its present location. Mill Creek water 
 power was extensively used for many years, terminating about 25 years ago, when 
 the city paid $6,000 to have it discontinued at the Crouch Mill on East 8th Street. 
 A sawmill was erected at the mouth of the creek in 1795, just before the building of 
 the block houses, and before the first permanent residence was erected, This 
 mill, in all probability, gave the creek the name it now bears. 
 
 That Mill Creek was a stream of considerable importance at the time is evi- 
 denced by the Act of 1795, reserving to the State "the mill sites on the creek 
 running near the ruins of the Old French Fort." Forty -four acres and 129 perches 
 being so reserved. The first landing place for vessels was at the mouth of this 
 creek, but it apparently was not long used for the purpose because in 1813 we 
 find upon Perry's return with his victorious fleet and captured vessels that he 
 landed at the foot of French Street. Mill Creek was called "Harbor Creek" in 
 the Act of 1792. 
 
 Ichabod Run was a tributary of Mill Creek. It flowed from west to east 
 and entered Mill Creek between 16th and 17th Streets. This stream at one time 
 furnished water power sufficient for a brewery, distillery and woolen factory. It 
 now finds a home in the more or less placid waters of 17th Street sewer. Cascade 
 Run enters the bay near Cascade Street. It once contained a beautiful waterfall 
 where it tumbled over the rocks at the bank of the lake. This waterfall or cas- 
 cade, was destroyed in constructing the E. & P docks. 
 
 Three of Perry's vessels, the Lawrence, Niagara and Ariel were built at the 
 mouth of Cascade Run. The Porcupine, Tigress and Scorpion were built at the 
 mouth of Lee's Run, near Sassafras Street, where a navy yard existed up to 1825. 
 
BRIEF HISTORY 
 
 169 
 
 Lee's Run became the bed of the canal, and is now the site of the canal sewer, 
 built in 1872-3. 
 
 Two streams existed in Perry Square, as described under the head "Parks." 
 Those streams formed a junction at the north end of the Park, east of State Street, 
 and continued between high banks to the bay. Two small creeks existed between 
 Myrtle and Walnut Streets, and another emptied into the bay at the foot of Plum 
 Street. 
 
 A creek commenced at 6th Street about 100 feet east of French, and flowed 
 northeast, crossing Holland 100 feet south of 5th, and 5th Street 200 feet east of 
 Holland, crossing German midway between 4th and 5th Streets, thence diverging 
 southward, crossing 5th and German Streets diagonally from the northeast to the 
 southwest corner, curving to the east it crossed German Street for the third time 
 100 feet north of 6th Street and there entered Mill Creek. 
 
 Garrison Run and Light House Run on the east side empty into the open 
 lake, all the other streams into the bay. Parts of Garrison and Light House Runs 
 have been turned into sewers or covered, but for the most part they are still open 
 streams. Garrison Run originally emptied into the bay. 
 
 PARKS 
 
 As before stated, three public parks of five acres each, were laid out in the 
 original survey, along the line of Sixth Street, one mile apart, in the center of the 
 inlots of each of the first, second and third sections of the town, at the points 
 where Sixth Street was intersected by State, Liberty and Republican Streets. 
 
 It may have been a coincidence and it may have been a desire to select the 
 land of least value that prompted the surveyors to locate all three of those parks 
 in deep gullies. About one-half of the area of Perry Square was in ravines, and 
 the channels of two creeks flowed through them. The westerly creek of Perry 
 Square ran between high banks from the corner of 7th and Peach Streets diagon- 
 ally through the sites of the City Hall and the Park Presbyterian Church (those 
 lots being mainly in the bed of the creek) ; thence 
 northeastwardly through the west park, crossing 
 State Street just north of Sixth Street and enter- 
 ing Bast Park near its northwest corner, where it 
 was joined by a tributary that came down from 
 Seventh Street and passed under the sites of the 
 Baker building and the post office, about 50 feet 
 east of and parallel with State Street, continuing 
 in a direct line to North Park Row, where it emp- 
 tied into the westerly creek, the united waters 
 continuing to the bay, through the site of the 
 new Hamot Hospital addition. This ravine was 
 spanned by a foot bridge at Perry Square, and by 
 
 
 ^. 
 
 Wayne Monument, Perry Square 
 
170 
 
 GREATER ERIE 
 
 a long wooden bridge for vehicles at Second Street. Perry Square was cleared of 
 forest trees in 1808, and replanted with shade trees in 1846, many of which still 
 remain. At a public meeting, held in June of the same year in front of the Reed 
 House to celebrate the event, the Park was named "Perry Square." The name 
 does not appear to have clung very tenaciously, because it was later known as the 
 "Diamond." On June 19, 1887, it was by ordinance named "Central Park," and 
 on Dec. 26, 1911, it was changed by ordinance to "Perry Square," the name given 
 it 66 years previously. 
 
 This park was the circus ground of the early days, and the chosen spot for 
 many public meetings. It was handsomely fenced in 1866. The fence was re- 
 moved in 1881, and the walks laid with asphalt that or the next year. The first 
 fountains were placed in the park in 1868 at a cost of $3,237.98, the drinking 
 
 ....:■•; 
 
 ,. . .}• IJ HI 
 
 Perry Square, Erie. As it was in 1838 
 Reproduced from an old newspaper illustration 
 
 fountain at the southeast corner of West Park was contributed by Geo. D. Selden, 
 in 1883. The Soldiers and Sailors Monument was erected in 1872 by a society 
 of ladies at a cost of $10,000, and $500 for the foundation which was paid by the 
 city. A music pavilion was erected in Bast Park, under the patronage of Wm. J. 
 Sell, and was extensively used for band concerts. It was removed from there to 
 the Soldiers & Sailors Home grounds in 1886. 
 
 The monument to Eben Brewer on the south side of East Park was erected 
 by the Postmasters' Association, Mr. Brewer having been the first American Post- 
 master of Cuba. The Wayne Monument on the southwest corner of East Park 
 was erected by the Daughters of the American Revolution in 1902. 
 
BRIEF HISTORY 
 
 171 
 
 Cascade Park, at Sixth and Liberty Streets was originally another hole in the 
 ground, the sewering and filling of its ravine being of such recent date as to be 
 remembered by most of the present generation. It is now a handsome park and 
 is adorned by a monument to Capt. Gridley, the hero of Manilla Bay, which was 
 erected in 1913. 
 
 The Third Section Park, at Sixth and Republican Streets, as laid out in 1795, 
 and vacated in 1833, is at the junction of two streams on the frontier farm just 
 half a mile west of Cranberry Street. Its topography is similar to its sister 
 parks at Liberty and State Streets, one and two miles eastward as they originally 
 existed. Upon recommendation of Hon. John C. Brady, Mayor, Lakeside Park 
 was laid out in 1888 by John L- Cully, Landscape Engineer. This Park embraces 
 part of the original Front Street. 
 
 Glenwood Park. — Twenty-two years ago, Hon. J. F. Downing and others 
 formed the Erie Public Park Association, for the philanthropic purpose of acquir- 
 ing land for a public park, and improving it so far as private contributions might 
 warrant, with the intention as soon as paid for, to convey it free to the city. 
 
 On June 17 ; 1901, Messrs. J. F. Downing, President, and Frederick Brevillier, 
 Secretary, in behalf of the Board of Directors of the Association, communicated 
 to the City Councils that the purchase price of the land was $25,439.25, and 
 something over $5,000 had been expended in improvements, making a total out- 
 lay of over $30,000. They stated that a part of the purchase money remained 
 unpaid, and efforts to raise sufficient to pay it off were futile, etc. After due 
 consideration, the city acquired the land for $16,000. About 2 acres was later 
 purchased from John S. Rilling for $973.00. One hundred thousand dollars 
 would not be an extravagant estimate of the value of this land to-day. The prop- 
 erty lies between the lines of Sassafras and Cherry Streets extended. Its north 
 line is about 500 yards south of the south line of the city. It was formally annexed 
 to the city by ordinance of September 18, 1903. 
 
 This piece of property is susceptible of great possibilities for park purposes, 
 with its natural forest, large stream of clear water, swimming pool partly com- 
 pleted, etc. It contains about 114 acres. 
 
 West Tenth Street Boulevard was laid out by ordinances of March 24, 1899, 
 and March 23, 1909, and Liberty Street Boulevard by ordinance of March 23, 1909. 
 
 The Washington Street Boulevard was placed under the superintendence of 
 the Board of Park Commissioners by ordinance of March 23, 1909. 
 
 The question of acquiring land and laying out parks on the east side of the 
 city has been under consideration for a year or more, but the project has not yet 
 emerged from the realms of discussion. 
 
 The Land Light House property on the bluff near the east line of the city was 
 accepted by the city from the U. S. government for park purposes May 18, 1912. 
 
172 
 
 GREATER ERIE 
 
 COURT HOUSES 
 
 By act of April 2, 1803, George Buehler's hotel, northeast corner of Third 
 and French Streets, was designated the first place for holding court. (This was 
 also the first place for holding elections.) The Log Jail at the southwest corner 
 of Second and Holland Streets, erected in 1803 or 1804, was the next place at 
 which court was held, and later at Conrad Brown's building, opposite Buehler's, 
 which was used for the purpose up to 1808, when the first regular Court House 
 was erected in West Perry Square. This Court House, with all the county records, 
 was destroyed by fire on March 23, 1823. It was rebuilt on the same site in 1825. 
 Court in the meantime having been held in the Erie Academy building. The 
 bell which hung in the cupola of this Court House from 1825 to 1854, was a trophy 
 of war, having belonged to the British ship Detroit, or the Queen Charlotte, both 
 of which were captured in the battle of Lake Erie. This bell is now suspended 
 in the main corridor of the City Hall. 
 
 The present Court House was completed in 1855. It may be of interest to 
 know that the brick for this Court House was bought for about $3.62, and the 
 rough lumber for $5 per 1,000. 
 
 *frAi>- ." 
 
 Erie Market House, Perry Square, West 
 Erected in 1838 and remaining until 1866 
 
 MARKETS 
 
 A Market House was erected in West Perry Square in 1814, and another 
 in 1838, the latter remained until 1866, for the succeeding 29 years Erie had 
 no market house. During this time a street market was held on the east side of 
 State Street from the Park southerly, sometimes extending as far as the railroad 
 
BRIEF HISTORY 
 
 17.3 
 
 bridge. An additional street market was held on Parade Street during the last 
 few years of the street market. In 1895 a general protest went forth against the 
 continuance of the street market, with its attendant hardships in bad weather, 
 and the people clamored for a market house. They got four. They were erected 
 in 1895, two of the four are now in operation at 16th and State, and 10th and 
 Parade Streets, the other two were at the corners of 4th and State, and 12th and 
 Parade Streets. They were discontinued after a few years' experiment and the 
 buildings devoted to other uses. 
 
 A Hay and Wood Market has been maintained by the municipality for about 
 100 years, separate and apart from the meat and vegetable market. Its present 
 location is on the north side of 18th Street between German and Parade Streets. 
 
 LIFE SAVING STATION 
 
 The first Life Saving Station at Erie was established in 1876 on the north 
 shore of the Peninsula, three miles by water line from the present station at the 
 west end of the channel. The former location proved to be unsuitable on account 
 of the difficulty in launching a boat during a storm, and because most of the 
 wrecks occurred in trying to reach the channel to the harbor. It was removed to 
 the present location in 1878. Many people among us to-day owe their lives to 
 the heroic efforts of the life savers of this station. 
 
 WATER WORKS 
 
 Prior to 1840 Erie depended for its water supply upon wells and cisterns, 
 and hauling water from the bay in dry seasons "when the well went dry." In 
 1841 the Borough built a pump log gravity water works system in State and some 
 other streets. The supply was obtained from a spring in the vicinity of 20th and 
 Parade Streets. It was successful, and answered the needs of its time fairly well. 
 About 20 years ago the writer saw one of those water logs dug up at Seventh and 
 State Streets in making a sewer excavation. It was in a good state of preserva- 
 tion. The present water works were erected in pursuant to the acts of 1867-8, 
 and commenced furnishing water in 1868 or 1869. The Reservoir was built in 
 1874. The original cost of the water works to the city was $675,000, in 7% bonds, 
 and something over $10,000 additional which was paid for land for the Reservoir. 
 
 LAFAYETTE'S VISIT— SECOND STREET BRIDGE 
 
 General Lafayette, who contributed so much to the success of the Revolu- 
 tionary war, and the surrender of Cornwallis in 1781, visited Erie 44 years after- 
 wards, in 1825, and was entertained at a banquet spread on tables on Second Street 
 bridge, over the ravine between State and French Streets, which was for that 
 purpose covered with the sails captured from the British at the Battle of Lake 
 Erie. 
 
 This wooden bridge was 174 feet 9 inches long. The length of the bridge 
 conveys an idea of the width of this ravine, which at that time extended south 
 
174 
 
 GREATER ERIE 
 
 through and beyond, Perry Square. The bridge was built during the winter of 
 1802-3, about 3 years before Erie was incorporated as a Borough, at a cost of 
 $184.75. The contract for its erection contained a stipulation that during the 
 progress of the work the contractors must be furnished with "store goods" and 
 "beef, pork, flour and whiskey at market prices," to apply on the contract. 
 
 The ravine above referred to seems to have been the impassible barrier that 
 held the business center from reaching State Street, and made French Street 
 from Second to Sixth, the mart of trade for half a century. 
 
 SWAMPS 
 
 There were originally two large swamps in the southern part of the Second 
 and Third wards, each covering an area of more than 100 acres. One was from 
 300 feet east of Walnut Street to a like distance west of Raspberry Street. Be- 
 tween Walnut and Poplar Streets, it extended from 14th to 17th Streets. Between 
 Poplar and Plum Streets its width was from 13th to 17th Streets, widening as it 
 extended westerly until a little west of Cascade Street, where it spread over the 
 territory from 12th to 19th Streets. This swamp was the source of Ichabod Run, 
 which emptied into Mill Creek between 16th and 17th Streets. This Run, at 
 one time furnished power to operate machinery. It was turned into 17th Street 
 main sewer in 1874, which sewer drained the swamp. The other swamp extended 
 from a little west of Holland Street to a point near Bast Avenue and from 14th to 
 17th Streets, widening at Wayne Street so as to cover the six blocks from 12th to 
 18th. To avoid this swamp may account for the jog in 18th Street east of Perry 
 Street — under drainage has eliminated this piece of mosquito producing territory. 
 
 SUMMER RESORTS 
 
 The bay and peninsula of Presque Isle and the south shore of Lake Erie for 
 a dozen miles or more east and west of the city, offer attractions a plenty for sum- 
 mer outings and summer homes. Thousands avail themselves, yearly, of the 
 advantages here afforded to get a breathing place away from the noise and rush 
 and heat and dust of the cities, and to commune with nature, in its primitive 
 form, along those rock-bound shores where the natural forest combines with the 
 beaches of drifting sand and polished pebbles, stretching, curved and ribbon-like, 
 along the edge of the blue historic waters of Erie's Lake, and with the never-ending 
 swish of the waves as they break upon the beach, lulling the tired brain to repose, 
 and, for the nonce, causing it to forget the unending strife, whether it be for bread 
 or for gold, that goes to make up so large a part of human endeavor. A summer 
 habitation where the worry of stocks and bonds and mart and mill gives way to 
 the restful contemplation of boating, fishing, bathing, swimming, and where you 
 become as little children again, playing in the sand. This is relaxation that money 
 cannot buy, nor luxury impart, to life in the cities. 
 
 Who has ever seen and not enjoyed the long line of bonfires along the beach 
 west of Waldameer. Those fires are usually made from drift wood washed ashore 
 
BRIEF HISTORY 
 
 175 
 
 the previous winter. Pay a nickel car fare and go to Waldameer beach during, 
 say, an evening in July; feast your eyes upon a sunset on the lake, where old Sol 
 appears to sink into the water, and when the shades of eve have fallen and the 
 twilight disappeared, cast a glance westward and behold the beach fires blaze in 
 refulgent glow, surrounded by the happy cottagers who for the time being are 
 cast in a world of their own choosing. The scene will carry you back in fancy to 
 the camp fires of the Massassauga's who peopled that locality 150 years ago. 
 
 But remember, when the summer fires are lit, 
 And in our happy Sand Beach home we sit, 
 
 That other fires were here, ere ours had shone, 
 
 And sank to ashes years and years agone. 
 To other eyes long since perchance was given 
 Through the same sapphire arch a glimpse of heaven; 
 
 And here have throbbed, with all the bliss of ours, 
 
 Hearts that have mouldered upward into flowers. 
 
 Grove House Park, at the mouth of the Four Mile Creek, is another popular 
 summer resort, and a worthy competitor of Waldameer for public patronage. 
 
 The sloop "Washington" the first large vessel built on the south shore of 
 Lake Erie was constructed at the mouth of the Four Mile Creek, in 1797-8. 
 
 Glenwood Park, about a quarter of a mile from the south city limits, is largely 
 a natural forest with a creek of clear water flowing through it. Its proximity to 
 the city makes it a valuable pleasure resort. 
 
 The Erie harbor and peninsula ponds are well known fishing grounds. The 
 ponds will soon be converted into spawning grounds, and extensive fish hatcheries 
 will be erected. 
 
 The list of pleasure resorts would be incomplete without including the Sol- 
 diers Home grounds. This is a charming 
 place to visit, and it is in the city right at 
 our doors. 
 
 PERRY'S VICTORY 
 
 When war was declared with England 
 in 1812, Erie expected an invasion. Its 
 citizens organized into a company of minute 
 men, constructed and garrisoned a block 
 house on the garrison grounds. In Erie 
 Perry's fleet was built, equipped and 
 manned with unparallelled celerity that 
 won the battle of Lake Erie. From here 
 the fleet sailed for action, and to here re- 
 turned with the captured squadron of the 
 enemy, landing at the foot of French Street, 
 Oct. 23, 1813, amid the booming of cannon 
 and the wildest demonstrations of joy. Commodore Oliver hazard perry 
 
176 
 
 GREATER ERIE 
 
 Daniel Dobbins 
 
 Perry's victory has been so fully and 
 so ably described in the publications in- 
 cident to the Erie Centennial Celebration 
 of the anniversary of the battle in 1813, 
 that all who cared to know are familiar 
 with the facts, and an extended narrative 
 of the event is not deemed necessary in 
 this place at this time. The cover design 
 of this book is a sketch of the Niagara in 
 Erie Harbor, after having been restored 
 just prior to the Centennial Celebration, 
 July, 1913. 
 
 STREET PASSENGER 
 RAIL WAYS 
 
 In 1867-8, and some time before those 
 years, William Loesch operated a line of 
 omnibuses for carrying passengers from 
 lower State Street to Federal Hill (26th and Peach Streets) on a ten-cent fare 
 The business was reasonably successful, especially on picnic days at "Cochran's 
 Grove," the popular grove of that day, which occupied the site of the reservoir 
 and many acres additional. The Loesch omnibuses, the Reed House 'bus and 
 four hacks constituted the Street Passenger Service of 1867. 
 
 The Erie City Passenger Railway Company was chartered March 1 1867 
 and commenced running horse cars in 1868 on a track made of wooden stringers 
 on which were nailed thin strips of iron for a wearing surface. The first and 
 only, line for 11 years was on Second Street from Holland to State and up State 
 Turnpike and Peach to 26th Street. The Second Street line was soon abandoned' 
 The authorized fare was 7 cents. It was reduced to 5 cents. The names of the 
 charter members and the original charter are contained in the City Digest of 
 1896, pages 561-4. Of the 84 charter members, only five survive viz • John 
 Gensheimer, A. P Burton, Frank Schlaudecker, E. E. Sturznickel and Fred 
 Gmgenbach. The first extension of the horse car railway was, by resolution in 
 1879, when authority was given to lay a track from Second on State Street to the 
 public dock. Except otherwise stated, all the franchises for extensions were 
 granted by ordinances, and in chronological order are as follows: 
 
 In 1882, West 18th Street from Peach to Cascade Street. This line does not 
 appear to have been laid until two years later, because it is included in the fran- 
 chise for other lines in 1884. In 1883 for the lines on 8th Street from State to 
 Raspberry Street; 11th Street, State to Parade, thence on Parade to 14th and on 
 14th to Wallace Street. The 14th Street line was not then built. A second track 
 (by resolution) on State Street from North Park Row to Second Street In 1884 
 
BRIEF HISTORY 
 
 177 
 
 a second track on State and Turnpike Streets from North Park Row to Union 
 Depot, and a single track on 18th Street from Peach to Cascade Street. 
 
 In 1885 to extend 11th Street line from Parade Street to P. & B. R. R., and 
 ordering Parade Street line from 11th to 14th Street removed or extended to 26th 
 Street. It was not so extended. In 1886, State Street, from Turnpike to 18th 
 Street, and on 18th Street and Buffalo Road from Peach Street to East Avenue. 
 
 This was the extent of the horse car system, when in 1888, the Erie Electric 
 Motor Company took over the lines of the Erie City Passenger Ry. Co., and was 
 granted the franchise to operate the cars by electricity, limiting the fare to 5 cents. 
 
 The subsequent franchises for additional extensions, are as follows : 
 
 In 1888, 4th Street, State to Cascade Street; North Park Row, State to 
 French, thence to 6th, and on 6th Street to P. & E. R- R-, and on State from Turn- 
 pike to 18th Street. 
 
 In 1891, 6th Street, P. & E. R. R. to East Avenue; 11th Street from P. & E. 
 R. R. to Pennsylvania Avenue; 26th Street from Peach to Liberty Street; French 
 Street from 18th to 26th Street, on 26th to Ash and on Ash to 25th Street; 12th 
 Street from State to Cranberry Street; Peach Street from 12th to Turnpike Street. 
 
 In 1893, East Avenue from 11th to 12th Street; thence east on 12th Street to 
 city limits (part of this line was laid at the time and afterwards removed. After 
 litigation as to alleged forfeiture the franchise was declared to be valid, and the 
 line was relaid in 1912-13); Peach Street from 26th Street to city limits; Buffalo 
 Road from East Avenue to city limits. 
 
 In 1898 Lake Road and Atkins Street from East Avenue to city limits; East 
 Avenue from Lake Road to Atkins Street; 26th Street from Liberty Street to 
 Cranberry Street. 
 
 In 1901, a double track on Peach Street from 12th Street to south line of the 
 city. 
 
 In 1902-3, the Buffalo Road viaduct near East Avenue was built by the city, 
 the Pennsylvania R. R. Co. contributing $20,000, and the Erie Electric Motor 
 Co. $15,000 towards its construction. 
 
 In 1903, Parade Street, 6th to 4th Street, and 4th Street from Parade to 
 State Street. A double track on Parade Street from 6th to 14th Street; a single 
 track on 14th Street from Parade to Ash Street; thence south on Ash to 19th 
 Street; east on 19th to Wayne Street; south on Wayne to 23rd Street; east on 23rd 
 Street to Pennsylvania Avenue; south on Pennsylvania Avenue to 25th Street. 
 
 In 1904 a second track on 12th Street west to city limits; single track on 18th 
 Street from Cascade to Cranberry Street; 19th Street from Wayne Street to Buf- 
 falo Road. A line was also authorized on 25th Street from Ash Street to Penn- 
 sylvania Avenue, conditioned on granting 6 tickets for a quarter, and three-cent 
 fares for workingmen between 6 and 7 a. m. and 5 and 7 p. m. This line was 
 not built. 
 
178 
 
 GREATER ERIE 
 
 In 1905, a second track on 26th Street from Peach to Cranberry Streets. 
 
 In 1898, a franchise was granted to the Brie Transit (now Traction) Company 
 (Cambridge Line) to bring its line in Hazle, 29th, Myrtle and 15th to State Street, 
 and on 16th Street from Sassafras Street to Myrtle, and north on Sassafras to 15th 
 Street. The line was built north as far as 19th Street and after being operated 
 a few years the franchise was forfeited by reason of non-compliance with its con- 
 ditions. This franchise contained a provision for payment to the city of a per- 
 centage of the gross receipts, which would amount to 3% annually after 1912. 
 
 The Erie Rapid Transit Street Ry. Co. (North East Line) was granted a fran- 
 chise in 1898 for a track on Buffalo Road west to Elm Street; on Elm to 21st 
 Street, west on 21st to Warfel Avenue, south to corner 23rd and Pennsylvania 
 Avenue, crossing P. & E- R. R. above grade, west on 23rd to East Avenue, north 
 to 21st, west to Parade, north to 16th, west to French, north to 14th, west to 
 Sassafras, north to 12th, East to Peach, north to 7th, east to Parade, south to 
 23rd, and on 16th French to Cherry, south to Brown's Avenue and west to city 
 limits. This franchise was surrendered by the company in 1902. 
 
 The Conneaut line never obtained a franchise from the city. 
 
 At the present time those three suburban lines have no franchise in the city 
 from the municipal authorities. The line to the Four Mile Creek was built in 
 1898, and to the General Electric in 1912. 
 
 The Waldameer line was built in 1889-90 to Massassauga Point, the track 
 down to the beach at Massassauga was abandoned in 1900 and Waldameer con- 
 nected with the Lake Road Line instead. The Buffalo & Lake Erie Traction 
 Company acquired the franchises of the Erie Electric Motor Company in 1906. 
 
 A double track on 11th Street between State and French Streets, granted by 
 resolution in 1908 is the only franchise granted to the Buffalo & Lake Erie Trac- 
 tion Co. by the City since it acquired the city lines. 
 
 DISTRICTS HAVING LOCAL NAMES 
 
 Suburban settlements which had adopted local names and which have been 
 absorbed by the city are Cloughsburg at 6th and Parade Streets, (the oldest two 
 highways in Erie), Stumptown, between Peach and Sassafras near the lake, where 
 cabins were built for soldiers during the cold winter of 1814. Jerusalem was west 
 of Sassafras and north of 6th Street. Kingtown extended from Wayne Street to 
 East Avenue, north of 5th Street. Marvintown at 28th and Parade Streets. 
 
 Federal Hill, and Eagle Village, at 26th and Peach Streets, South Erie, from 
 Parade to Cherry, and 18th to 26th Streets. 
 
BRIEF HISTORY 
 
 179 
 
 THE CITY HALL 
 
 The cornerstone of the City Hall was laid July 31, 1884. Its first floor and 
 basement were first occupied for municipal offices in April, 1889. The second 
 story was completed, occupied and formally dedicated February 22, 1895. The 
 third floor is unfinished. 
 
 FINANCIAL PANICS 
 
 In 1836 Eastern capitalists and speculators interpreted the passage of the 
 Canal and U. S. Bank Bills as the forerunner of a great boom for Erie. Pre- 
 sumably acting on that asumption they invested largely in the little Borough 
 (which then contained about 3,000 inhabitants). Real estate sales in Erie in 
 February, 1836, exceeded a million dollars. A piece of ground that was pur- 
 chased for $10,000 in February, was sold in March for $50,000. Values were 
 enormously inflated. The sales of lots for one week in March, 1836, amounted 
 to more than $1,500,000.00. Confidence continued for a while. A complete 
 collapse came with the failure of the U. S. Bank in 1840. The re-action was de- 
 plorable. From affluence came poverty and woe. This may have been the 
 period when Erie received the appellation of "Sleepy Borough." 
 
 The panic of 1873 is remembered with regret by many of our citizens. It 
 also followed a period of speculation in real estate here, as elsewhere. The 
 speculation in Erie was largely, but not wholly, confined to suburban districts. It 
 did not materially affect State Street property. When the bubble burst in the 
 autumn of that year the losses were correspondingly greater in the outlying terri- 
 tory. 
 
 Early in the summer of 1873, the contract was let for the paving of Parade 
 Street with Medina dressed stone — the ideal pavement of that period. This 
 pavement cost the abutting property $8.24 per foot front, and by the time the 
 assessment was made the panic was at its height. Financial embarassment re- 
 sulted to many of the property owners. Fifty per cent, of the assessments was 
 refunded by allowance of 12^ cents per foot front on the annual taxes thereafter 
 until the amount of the abatement equalled 50% of the assessment. This was the 
 practice on all paving at that time. It took 33 years to complete the refunding 
 of 50% of the Parade Street assessment. 
 
 The affect of the panic of 1873, which was long drawn out, is reflected on the 
 assessment for city taxation of succeeding years. 
 
 The city assessment of 1874, which was made in the summer of 1873 — just 
 before the panic— amounted to $16,789,333.00; the assessment of 1877— (the next 
 triennial)— was $13,174,237.00; assessment of 1880 was $11,518,917.00; 1883 was 
 $13,095,297.00; 1886 was $13,340,825.00; 1889 was $14,092,566.00; 1892 was 
 $15,371,964.00; 1895 was $17,424,774.00, showing that 21 years had elapsed before 
 the city assessment again reached the figures of 1874. 
 
180 
 
 GREATER ERIE 
 
 The panic of 1893 was not so severe nor long continued, as the one of 20 years 
 previous. Its duration was about three years. 
 
 In 1907 was recorded another panic, which, let us indulge the hope, will ter- 
 minate the visitations of that character. It was milder and shorter than its 
 sister of 14 years before. 
 
 BLOCK HOUSES 
 
 During the French and Indian wars of 150 years ago, block houses were the 
 white man's standard frontier fortifications. The Indians not having been pos- 
 sessed of artillery, their musket balls could not penetrate through the heavy 
 timber walls of the block houses. Coming down to later years when Indians 
 
 ceased to be a disturbing ele- 
 ment, the block houses were 
 continued, probably for eco- 
 nomical reasons, wood being 
 plenty and masonry scarce. 
 The plan of construction with 
 the floor of the second story 
 projecting over and beyond 
 the walls of the first, is .well 
 illustrated in the Wayne 
 Monument on the Soldiers 
 Home Grounds, which is a 
 miniature block house. 
 
 There seems to have been 
 five block houses in Erie built 
 for defense. The first was 
 
 the French fort on the east side of Parade near Front Street, built in 1753, at 
 
 which the battle of Presque Isle was fought ten years later. 
 
 Two block houses were built on Garrison Hill in 1795-6 (Anthony Wayne 
 died in one of those block houses Dec. 15th, 1796). The United States maintained 
 a garrison on this hill until about 1806. A block house seems to have existed on 
 the point of the Peninsula for protection of the entrance to the harbor, but the 
 date of its erection is uncertain. Benjamin Whitman's History of Erie County 
 in describing the events which led up to the military protection of Erie during the 
 building of Perry's fleet, says that "The old American block house of 1795, which 
 had nearly gone to ruins, was hurriedly restored, as was also the one at the point 
 of the peninsula." 
 
 According to the same history, a block house was erected on the bluff near 
 the foot of Cascade Street to protect the building of the Lawrence, Niagara and 
 Ariel in 1813, and Redoubts were constructed on the bluff near the foot of Sassa- 
 fras Street above the navy yard where the gunboats lay upon their stocks. At 
 
 Wayne Park, Soldiers Home Grounds, Erie 
 
BRIEF HISTORY 
 
 1S1 
 
 the same time Redoubts were constructed on Garrison Hill and Land Light House 
 Hill, and cannon mounted upon them — 2 twelve-pounders on Light House Hill and 
 4 field pieces on Garrison Hill. The block house which was reconstructed on Gar- 
 rison Hill in 1813 remained until 1853, when it was burned. 
 
 ANTHONY W A YN E 
 
 General Anthony Wayne, the hero of Stony Point, died in a block house on 
 Garrison Hill, Dec. 15th, 1796, and was, by his own request, buried under the 
 flagstaff, where his body remained until 1809, when it was exhumed by his son, 
 Colonel Wayne, and Dr. Wallace, the General's physician, and the bones removed 
 to his former home near Philadelphia. A portion of the remains were returned 
 to the coffin in the original grave, where 
 they remained until discovered by Dr. Ger- 
 mer in 1879, about 200 feet southwest of 
 the present block house. Portions of the 
 lid of the coffin were found, on which the 
 following inscription appears, the letters 
 being formed with copper headed nails, viz. : 
 "A. W— O B, Dec. 15, 1796." Those relics 
 may now be seen at the Block House Monu- 
 ment. Two case knives and a few bones 
 were also found in the grave. 
 
 The present block house was built in 
 1880, not for defense, but as a monument 
 to General Wayne, in order to fittingly 
 mark the spot at which was closed his 
 earthly career, than which none was more 
 brilliant in the annals of American his- 
 tory. 
 
 
 jP*M» //^KVW^?c>V>*iel< rya^r ».» jr.". > .s 
 
 General Anthony Wayne 
 
 THE SOLDIERS AND SAILORS HOME 
 
 The "Marine Hospital" was erected on the Garrison Grounds. The corner- 
 stone was laid July 4, 1868, and was the occasion of a demonstration long to be 
 remembered, both for its magnitude and its discomforts. There had been no rain 
 for six weeks previous, and the heat and dust of the unpaved streets were terrible. 
 The hospital building, which had never been put to practical use as such, was the 
 nucleus, and constitutes the main portion of the Soldiers and Sailors Home, to 
 which purpose it was converted by the Act of 1885. It was opened for inmates 
 February 22, 1886, with elaborate ceremonies. Addresses were made by Governor 
 Pattison, General Gobin, Judge Galbraith, Judge Souther, Hon. James R. Burns, 
 Gen. Louis Wagner, Hon. I. B. Brown, Senator (now Judge) Walling, and Hon. 
 J. F. Downing. It has a capacity for 650 inmates. The dining room is 44 x 100 
 feet, seating 500 at table. 
 
182 
 
 GREATER ERIE 
 
 There are 107 acres of land connected with the institution, about half on the 
 bluff, and half on the flats, the latter being mainly used for farming. 
 
 No more appropriate place could have been chosen by the Commonwealth 
 as a home for her defenders, for it has echoed the tramp of armed men for nearly 
 two centuries. The grounds are most picturesque, and their commanding position 
 afford a magnificent view of the harbor and lake. 
 
 Aside from its wealth of history the place is a beauty spot that is a real 
 pleasure to ramble over. The old Garrison Ground that was designed for war has 
 become the home of peace. 
 
 THE GARRISON GROUND 
 
 When the town of Erie was surveyed and plotted in 1795, a many angled, 
 peculiar shaped, reservation of 60 acres, half on the bluff and half on the flats, 
 
 was set apart for forti- 
 fications, in the most 
 commanding position 
 for protection of the 
 entrance to the harbor. 
 The acreage of the 
 reservation has since 
 been reduced by ero- 
 sion at the northwest 
 point, but the loss has 
 been more than 
 counter-balanced by 
 accretion on the north- 
 east. It constitutes to- 
 day nearly, but not 
 all, of the grounds be- 
 longing to the Soldiers 
 and Sailors Home. 
 
 Pennsylvania Soldiers and Sailors Home 
 
 That the importance of these grounds, and west to Parade Street, for the pur- 
 pose of defense was appreciated not only by the Americans, but by the French 
 and English, is evidenced by their confining all their military operations of the 
 district to this particular place. 
 
 The building of the French fort on the bluff near Parade Street, in 1753, 
 instead of on Garrison Hill, may have been for the double purpose of commanding 
 the landing place at the mouth of Mill Creek, and the channel to the harbor 
 which followed the shore line of the beach, and was much nearer the bluff and 
 apparently further west than the present channel and therefore more convenient 
 to Parade Street. 
 
 The map of 1795 shows the northwestern point of the sand beach to be less 
 than 200 feet east of Wallace Street extended, or about 300 feet further west than 
 it is to-day, at the same distance north of, and parallel with, the bluff. 
 
BRIEF HISTORY 
 
 183 
 
 That part of the city between Parade and Wayne Streets, north of 5th Street, 
 is a spot entwined with history — French, English, Indian and American history. 
 
 Here the first land was cleared in Erie County. Here was the first white 
 settlement, Presque Isle Village, in 1753. Here block houses were erected in 1753, 
 1796 and 1813. Here a permanent French Garrison was maintained from 1753 
 to 1759, an English Garrison from 1760 to 1763, and again in 1785, and for some 
 time previous, and an American Garrison from 1795 to 1806, also in 1812-13. 
 Here events followed each other in rapid succession. Here was France's and 
 later England's cherished frontier fort, and the last to be abandoned. Here was 
 the western terminus of the portage road that connected the lake with the rivers 
 in a line of water communication that extended to the Mississippi at a time when 
 a railroad or a telegraph line had not assumed the magnitude of a dream. Here 
 contended the then two most martial nations on the globe for the mastery of a 
 continent. Here on this spot, took place the hard-fought two-days battle of 
 Presque Isle in 1763, when the Pontiac Conspiracy burst forth with such celerity 
 of movement and terrible execution. Here in 1785 an English garrison was en- 
 trenched in violation of the treaty of two years before. Here was the objective 
 point when the Indian Council at Buffalo Creek on July 4, 1794, resolved to pre- 
 vent by force the settlement of Presque Isle by Americans. 
 
 Coming down to American days — Here was erected the first dwelling house 
 in Erie County by an American citizen. Here ended the brilliant life of General 
 Anthony Wayne. Here his remains lay buried for 13 years. Here the town of 
 Erie was begun. Here at the mouth of Mill Creek was the first real estate and 
 Justice of the Peace office, located in a tent, kept by Thos. Rees, the first perma- 
 nent settler, and while there in 1795, a French exile happened along and was 
 entertained by Mr. Rees in his tent. The exile was the Duke de Chartres, who 
 subsequently became Louis Phillippe King of France. 
 
 This place was the camping ground of the Pennsylvania militia in the war 
 of 1812-13. Here in 1813, while the British fleet was drawn up in front of the har- 
 bor intent on destroying Perry's vessels, then under construction, and at a time 
 when "Brittannia ruled the waves" on ocean and lake, 2,500 soldiers were en- 
 camped on these grounds. They had cannon mounted and such military strength 
 developed as to forbode disaster to an enemy attempting to enter the harbor. 
 The show of strength had the desired effect. Entering the harbor was not at- 
 tempted. 
 
 The historical associations that cluster around this spot have never been 
 fully appreciated by our citizens. The history made on this piece of ground 
 would fill a large volume, and it would make interesting reading for the honored 
 veterans who have made their home upon this famous battle ground. 
 
 After the war of 1812-15, and all danger of attack by lake had ended, the 
 Garrison ground became a commons. A contagious disease hospital existed there 
 for many years, ending in 1886, when the Soldiers and Sailors Home was estab- 
 lished. 
 
184 
 
 GREATER ERIE 
 
 BURIED TREASURE 
 
 Whether it was the sudden abandonment of the village of Presque Isle in 
 1757 or 1758, or the hasty avacuation of the French fort in 1759, or other causes 
 that formed a basis for the belief that buried treasure existed on the Garrison 
 Grounds is not now known, but that such an impression was entertained was 
 evidenced by many excavations there made about 45 to 50 years ago. It was 
 then, claimed and with a good deal of persistence that a large sum of money was 
 found there by one of the diggers, but the claim has not been verified. 
 
 CHARLES VERNON G R I D LEY 
 
 Captain Charles Vernon Gridley, born in Logansport, Ind., Nov. 24, 1844, 
 was for many years and up to the time of his death prominently identified with 
 Erie professionally and socially. 
 
 He entered the 
 Naval Academy in 
 1859, leaving there 
 in his third year to 
 
 participate actively 
 in the naval opera- 
 tions of his country 
 in the Civil War as 
 Acting Ensign. He 
 served with distinc- 
 tion under Admiral 
 Farragut in the bat- 
 tle of Mobile Bay in 
 which action his con- 
 duct as reported by 
 his superior officers 
 was "beyond all 
 praise." 
 
 Captain Charles Vernon GridlEy 
 
 On May 1, 1872, 
 he was married to 
 Harriet Francis Vin- 
 cent, daughter of the 
 late Judge John P. 
 Vincent, of this city. 
 
 The most mem- 
 orable event in his 
 career occurred on 
 May 1, 1898, when, 
 as Captain of the 
 Olympia, Admiral 
 Dewey's flagship, he 
 led the American 
 squadron which en- 
 gaged and defeated 
 the Spanish fleet in 
 Manila Bay. 
 
 His death occurred as an indirect result of the battle one month later at 
 Kobe, Japan, while he was enroute home on sick leave. 
 
 In recognition of his services to his country his fellow citizens have erected a 
 fitting memorial shaft to his memory, which stands in Cascade Park, Erie. 
 
 ODDS AND ENDS OF HISTORY 
 
 The steamboat "Erie," built at the foot of French Street, in 1837, was burned 
 on Lake Erie off Silver Creek in 1841 ; 249 lives were lost, 26 of whom were resi- 
 dents of Erie. 
 
 In 1813, there was a good roadway along the beach at the foot of the bluff 
 from State to Cascade Street. 
 
BRIEF HISTORY 
 
 185 
 
 St. Joseph's Orphan Asylum was founded in 1865. 
 
 The United States steamer "Michigan" (now Wolverine) was brought to 
 Erie in sections from Pittsburgh. It was launched at Erie, Nov. 9th, 1843, and 
 went into service August 15th, 1844. It is now believed to be the oldest iron- 
 clad vessel in the world. 
 
 St. Vincent's Hospital was opened for patients in 1876, and the Hamot Hos- 
 pital in 1881. 
 
 The Erie Academy was chartered in 1817. It was used as a Court House 
 from 1823 to 1825. 
 
 The Home for the Friendless was founded in 1871. 
 
 Erie City and County sent four regiments into action in the war of the Re- 
 bellion, and the record of the bravery, losses, sufferings and achievements of those 
 heroic men will not suffer in comparison, with any in the land. 
 
 "A" 
 
 -U. S. Navy Yard, Storehouse and Wharf. "B" — Store-House 
 "C" — Misery Bay. "D" — Light-House 
 
 This crude map of presque isle bay is a reproduction of a cut that appeared in 
 "the genius of the lakes," oct. 3, 1818, to illustrate the conditions that then 
 existed as an argument in support of the movement that had been undertaken by 
 the citizens of erie to influence congressional action to take steps to provide a 
 navigable entrance to the bay and harbor 
 
 Capt. Daniel Dobbins, of Erie, was the strong man and guiding spirit in the 
 building of Perry's fleet. He it was who persuaded the government to build the 
 vessels at Erie. In this he was at first opposed by his superior officers. He took 
 the initiative in the absence of orders; personally employed carpenters and super- 
 intended the early stages of the construction of the vessels. He commanded the 
 "Ohio." 
 
 "We sleep, but trie loonq of life never stops, arid 
 tl|e pattern. wriicl} was -weaving wrieri tl\e sun "Went 
 down is Weaving Wl}eri it comes up to-rqorrow" 
 
 — Beecher 
 
r PHE men who 
 succeed best in 
 public life are 
 those who take 
 the risk of stand- 
 ing by their own 
 convictions □ □ 
 
 GARFIELD 
 
ITIES of this Commonwealth are divided into three classes. 
 Philadelphia composes the first, Pittsburgh and Scranton the 
 second, and the others including Brie, the third. 
 
 Prior to December the first the transaction of public 
 
 business in cities of the third class was provided for under the 
 
 old and well-known bicameral system, on that date the so-called commission 
 
 form of government became operative in all of the cities of the third class in 
 
 Pennsylvania. 
 
 In the early part of the legislative session of 1913, viz. : on the twenty-first 
 day of January, that being the first day on which bills were presented, one was 
 introduced from Erie county, of which the City of Erie is the county seat provid- 
 ing for the new system of city government. 
 
 This bill was ultimately passed by the legislature and approved by the Gov- 
 ernor, June 27th, 1913, being the date of adjournment. This system with some 
 varieties of detail, had been adopted in approximately three hundred places in 
 the United States, and in its practical operation had produced such beneficial re- 
 sults that it was vigorously urged for adoption in Pennsylvania. It has been so 
 thoroughly and widely discussed by civic associations, in the press, by students of 
 municipal affairs, progressive citizens and in legislative halls, that it is unneces- 
 sary to consider it in detail. 
 
 Some of its essential features are the following: 
 
 An elimination of ward lines in the election of officials. 
 
 Vesting the legislative powers in one body (instead of two), the council, 
 composed of the Mayor and four councilmen. The Mayor is elected for four years, 
 and the councilmen for two years. Mayors elected in 1911 serve until the expira- 
 tion of their terms. 
 
 Providing that the council shall be a continuous body, permitting an incom- 
 ing council to complete the unfinished business of the preceding council. 
 
 Election on a non-partisan ballot. 
 
 In a modified form the initiative and referendum are provided for. 
 
188 
 
 GREATER ERIE 
 
 The executive and administrative powers authority and duties in every city 
 of the third class are distributed into and among five departments as follows : 
 
 Department of Public Affairs. 
 
 Department of Accounts and Finance. 
 
 Department of Public Safety. 
 
 Department of Streets and Public Improvements. 
 
 Department of Public Parks and Public Property. 
 
 The Mayor is to be the Superintendent of the first. 
 
 Councilmen select from among themselves the Superintendents of the other 
 departments and determine the powers and duties to be severally assigned to 
 them. In the City of Erie the names of these Superintendents, commonly called 
 commissioners, and the subject matter assigned to each department are as follows : 
 
 Extracts from Bill No. 3786, passed by the City Council, Dec. 17th, 1913. 
 
 DEPARTMENT OF PUBLIC AFFAIRS 
 
 W. J. Stern, Mayor. 
 
 The Mayor, as Superintendent of the Department of Public Affairs, shall 
 perform and discharge the several duties and powers assigned to him by law, and 
 in addition thereto, shall exercise supervision over the police force, including all 
 officers thereof and property used therein, the Sealer of Weights and Measures, 
 and the City Clerk. 
 
 DEPARTMENT OF ACCOUNTS AND FINANCE 
 
 Cassius L. Baker. 
 
 The Superintendent of the Department of Accounts and Finance shall per- 
 form and discharge the several duties and powers assigned to him by law and ordi- 
 nance. The said Superintendent of the Department of Accounts and Finance 
 shall have supervision of the City Solicitor, City Assessor, and of the assessment 
 and collection of taxes, municipal assessments, licenses, fines, and all other public 
 revenue, and of all officials of the city, insofar as their duties relate to the bill 
 boards and such other related duties as pertain to the safety of persons or property 
 within the city. 
 
 DEPARTMENT OF PUBLIC SAFETY 
 
 John C. Dundon. 
 
 The Superintendent of the Department of Public Safety shall have super- 
 vision of the fire department, firemen and all officers and employees therein, all 
 horses, property and apparatus used therein, including fire houses and the fire 
 
CITY GOVERNMENT 
 
 180 
 
 alarm system, the Board of Health, health officer, municipal hospital and the 
 employees therein, Building Inspector, Plumbing Inspector, City Electrician, 
 and the inspection of telephone and telegraph poles and wires and underground 
 conduits, bill boards and other related duties as pertain to the safety of persons 
 or property within the city. 
 
 DEPARTMENT OF STREETS AND PUBLIC IMPROVEMENTS 
 
 Theodore Eichhorn. 
 
 The Superintendent of the Department of Streets and Public Improvements 
 shall have charge, direction, control and supervision of all streets, lanes, alleys 
 and highways, within the City of Erie, together with grading, paving and curbing 
 thereof, and the grading and paving of all sidewalks, the construction and main- 
 tenance of all sewers, together with their connections, inlets and manholes, the 
 construction of all extensions of sewers and connections made therewith, the 
 repair of all streets and sidewalks and of all pavements and sewers, the cleaning 
 and sprinkling of streets, and cleaning of sidewalks. He shall have supervision 
 over all public utilities as to their occupancy of streets and other public property. 
 He shall have charge of all buildings, horses, tools and property used in connec- 
 tion with the street department. He shall exercise supervision over bridge and 
 conduit construction, the City Engineer and the City Engineer's department, the 
 Superintendent of Streets and all employees of the street department. The 
 asphalt repair plant, together with all the equipment used in connection there- 
 with, shall be under the supervision of the Superintendent of the Department of 
 Streets and Public Improvements. 
 
 DEPARTMENT OF PUBLIC PARKS AND PUBLIC PROPERTY 
 
 Frank E. Peu>w. 
 
 The Superintendent of the Department of Public Parks and Public Property 
 shall have charge and direction, control and administration of all public parks and 
 public buildings not otherwise herein assigned, the public dock and the city hall; 
 he shall also have supervision of the city planning department and of the collec- 
 tion and disposal of garbage, together with all officers and employees of the said 
 city, having duties pertaining to the parks and public property referred to in this 
 section. 
 
 The head of each department is supposed to be, or to become specially fa- 
 miliar with the matters assigned to his department, as well as conversant with the 
 affairs of all the others. It will thus be seen that the office is not a sinecure. 
 
 The act also provides that these officials shall be paid for their services. 
 
100 
 
 GREATER ERIE 
 
 The advocates of the system believe that it will facilitate the transaction of 
 business, fix responsibility, beget efficiency, create a public interest on the part 
 of the citizens generally in the city's welfare, and in the proceedings of her officials, 
 and produce a civic pride, and that this awakened public interest will be an in- 
 centive to sane, safe and wise action on the part of councilmen, and that they will 
 be responsive to the best interest of the whole city and all of the people. 
 
 CONDENSED FINANCIAL STATEMENT 
 
 Real Estate and Personal Property belonging to the City of Erie 
 
 In charge of Commissioners of Water Works. . . $3,018,633.91 
 
 In charge of Fire Department 256,346.49 
 
 In charge of Park Department. . 203,145.70 
 
 City Hall and furnishings 130,112,70 
 
 Municipal Garbage Incinerating Works (Est.) 50,000.00 
 
 Municipal Asphalt Paving Plant (Est.) . .'. 12,000.00 
 
 Other Real Estate 25,990.00 
 
 Municipal Electrical Conduits, Bridges and personal 
 
 property, not included in above 208,179.58 
 
 Total real estate and personal property $ 3,904,408.38 
 
 Municipal Funded Debt of Erie, Dec. 1, 1913. . . .$ 898,800.00 
 Less Sinking Fund 526,324.15 
 
 Net debt, Dec. 1, 1913. . .' $ 372,475.85 * 
 
 The City of Erie has no floating debt. Its net debt is less than one (1) per 
 cent, of the assessed valuation for city taxation. 
 
 The County of Erie has no debt. The State of Pennsylvania has no debt. 
 
 Assessed valuation for City and School taxation, 1913, $48,513,410.00. The 
 tax rates per dollar of valuation for 1913 are as follows: City, 8^ mills; School, 
 iy 2 mills; County, 3}4 mills. The County rate for 1914 will be three mills. 
 
 The population of the City in 1875 1880 1890 1900 1910 
 
 was 27,737 40,634 52,735 66,525 
 
 Municipal debt per capita was . . $52.00 $42.38 $24.30 $10.85 $4.22 
 Dec. 1st, 1913, estimating population at 75,000, $4.98. 
 The city's most rapid growth has been since 1910. 
 
 "I'll birid myself to tl\at wriicti, orice being rigl)t 
 
 Will not be less rigl{t vJi\er\ I shrink frorci it" 
 
 — Kingsley 
 
OPEN SPACES 
 
 191 
 
 
 Lakelet, Colt Park, Hartford, Conn. 
 
 Colt park was the gift of mrs. Elizabeth h. colt, widow of colonel samuel colt, of colt revolver 
 fame. It consists of one hundred and six acres, being a large part of the old homestead, together 
 with valuable paintings, statuary and objects of art, which had been many years in the colt family. 
 The upper or west end of the park was well developed as a fine country estate. The lower LEVEL of 
 
 SOME SEVENTY ACRES, WHICH WAS FORMERLY A LARGE HAY FIELD, HAS BEEN DEVELOPED AS THE GREAT PLAYFIELD 
 FOR THE CITY, CONTAINING AMONG OTHER THINGS, 14 BASEBALL DIAMONDS, 12 TENNIS COURTS, BOWLING GREEN, 
 CROQUET GROUNDS, SKATING POND OF TWELVE ACRES, CHILDREN'S PLAYGROUND WITH APPARATUS AND SCHOOL 
 GARDENS. IT IS A MUCH USED PARK. 
 
 THE GIFT OF KENEY PARK TO THE CITY OF HARTFORD WAS MADE BY HENRY KENEY UNDER HIS WILL WHICH 
 CREATED THE KENEY PARK TRUSTEES, CONSISTING OF FOUR MEMBERS. ThE AMOUNT LEFT WAS SOMETHING LIKE 
 ONE MILLION DOLLARS. ThE TRUSTEES BOUGHT IN 1896 AND 1897, SIX HUNDRED AND EIGHTY ACRES OF LAND IN 
 THE NORTH PART OF THE CITY FOR A PUBLIC PARK, OF WHICH ABOUT SIX HUNDRED ACRES WILL EVENTUALLY BE 
 TURNED OVER TO THE CITY AS A PUBLIC PARK; THE REMAINDER WILL BE SOLD. ThE DESIGNING, CONSTRUCTING 
 AND MAINTAINING OF KENEY PARK HAS BEEN ENTIRELY BY THE KENEY PARK TRUSTEES, AND SO FAR IT HAS NOT 
 COST THE CITY OF HARTFORD ONE CENT. In FACT, IT HAS BECOME A SOURCE OF INCOME TO THE CITY TREASURY, 
 FOR THE INCREASE OF VALUE OF ABUTTING PROPERTY HAS ADDED TO THE CITY'S INCOME MUCH MORE THAN HAS 
 BEEN LOST ON ACCOUNT OF THE PARK LAND BEING EXEMPT FROM TAXES. 
 
 IT HAS BEEN DEVELOPED AS A COUNTRY PARK FOR DRIVING AND TO PRESERVE COUNTRY SCENERY AND INFLUENCE 
 WITHIN THE CITY LIMITS. ITS DEVELOPMENT HAS COST ABOUT ONE-HALF MILLION DOLLARS OUTSIDE THE COST 
 OF LAND. 
 
192 
 
 GREATER ERIE 
 
 'Blessed be tt\e l\ar\d tlyat prepares a 
 pleasure for a cl\ild, for t^ere is i\o say- 
 ii\g vJYyery ar\d ^l\ere it rqay bloorq fortrf 
 
 — Jerrold 
 
 CHILDREN are 
 ^ not so much to 
 be taught as to be 
 trained □ □ □ 
 To teach a child is 
 to give him ideas; 
 to train him is to 
 enable him to re- 
 duce those ideas to 
 practice □ □ □ 
 
 HENRY WARD BEECHER 
 
 «1 I 
 
 'YoUtl\ ■Will riever live to age Unless tt\ey 
 Keep tl\eir\selVes ir\ l\ealtt\ ■Witl} exer- 
 cise, arid ir\ l\eart -wit^ joyfulriess" 
 
 -Sidney 
 
School Buildings 
 
 ERHAPS the earliest expression of the city planning move- 
 ment in Erie was the purchase of larger school properties 
 by the Board of School Directors. A public body in its 
 official actions but reflects the opinion and attitude of the 
 people it serves; the opinion and attitude of the people 
 change, especially as to public expenditures, as do the public's vision, its realiza- 
 tion of its responsibilities and its grasp of its opportunities. 
 
 But a few years ago no school board in this community would invite the criti- 
 cism of the taxpayers by the expenditure of the sums of money that are to-day 
 being disbursed from the school treasury for the securing of sizable building sites, 
 the enlarging of old school grounds and the erection of commodious school build- 
 ings. It is not too much to claim that out of the agitation and education that 
 have followed the persistent open advocacy of city planning have come to the 
 boys and girls of the community six playgrounds and a style of school structure 
 that represents both uniformity and capacity. The purchase of a full city square 
 as a site for a proposed school house now provokes no more than passing atten- 
 tion. 
 
 The School District of the City of Erie and the City of Erie are coextensive. 
 They are entirely separate, however, in their powers under the law and in the 
 administration of the public duties assigned to them. 
 
 The School District has its existence under the provisions of the Act of As- 
 sembly of May 18, 1911, popularly known as the School Code of Pennsylvania. 
 This revision of the school laws of the Commonwealth enlarged the powers of the 
 boards of School Directors quite generously in many particulars, and correspond- 
 ingly increased their responsibilities toward the people. In its operation and 
 influence the new law raised much higher the standard of school house construc- 
 tion and definitely gave to the boards ampler powers in the purchase of school 
 properties. 
 
 In Erie the present tangible assets of the district, in lots, buildings and fur- 
 niture, appraise at well over a million and a half of dollars. The Erie School 
 District owns and operates the public library, the building for which was erected 
 
194 
 
 GREATER ERIE 
 
 almost entirely from funds secured as are funds for the erection of school build- 
 ings, and the operation and maintenance of which represent a current charge 
 against the school funds secured through the yearly school levy. 
 
 Erie is a school district of the second class. The total tax levying power of 
 the board of school directors of a district of this class is twenty mills. The school 
 levy in Erie is but seven and one-half mills. The constitutional limitation to the 
 power of our Board of Directors in the issuing of school bonds is two per centum 
 of the assessed valuation of the taxable property. The Board of School Directors 
 of Erie can therefore, upon the affirmative vote of a majority of its members, 
 bond the district up to $970,000; the present bonded debt is $555,000. The 
 budget of the current fiscal year totals $611,000. 
 
 All this demonstrates that large powers have been entrusted to the School 
 Board of Erie, that large sums are being expended in the interests of the children 
 of the city, and that much of the power of the Board is still unexercised. The 
 people themselves, upon a majority vote at a municipal election, can bond the 
 school district up to a total of ten per centum of the assessed valuation, and thus 
 make available any portion of $3,800,000 for the physical development of the 
 school district. To what extent the Board of School Directors will feel warranted 
 in using the great power lodged with it, and whether or not, should it finally ex- 
 haust its bonding authority, the people will endorse a greater increase in taxation 
 or themselves vote a further addition to the bonded debt, are problems of the 
 
 future. 
 
 At all times it must be borne in mind that city planning is a practical pro- 
 ject, and that out of splendid public buildings and beautified play and recreation 
 grounds come increased property values and correspondingly increased returns and 
 benefits, and above all, a higher standard of living, with health and pleasure and 
 happiness that cannot be measured in money. 
 
 The Athletic Field, situate immediately west of the city line, 22nd to 24th 
 Streets, is thus far the fairest offering to the cause of healthful play and the most 
 hopeful promise of a strong, stalwart, virile young manhood and young woman- 
 hood. Its staunchest friends in the outset were the teachers and pupils of Erie 
 High School. Out of the efforts and successes of the students of that institution 
 on the annual field day and during the yearly football season came the desire for 
 an athletic field worthy of a school of over one thousand attendants. The High 
 School Council, recently created, assumed certain financial and other responsibilities. 
 With its approval, a citizens' campaign for funds was inaugurated, and $6,441.66 
 was subscribed to apply on the purchase of the property required. A field 
 660x665 was secured. The project, appealing as it did to the public, met with 
 almost instant favor by the people's representatives in power, the Board of School 
 Directors; the burden of debt incurred by the acquirement of the land was 
 lifted from the shoulders of the High School Council and assumed by the School 
 Board, the funds subscribed by the public were made available for the equipment 
 and beautifying of the property, and the venture took on a new scope as indi- 
 
SCHOOLS 
 
 195 
 
 cated by the change in its name to the Athletic Field rather than the High School 
 Athletic Field. The title was vested in the Board of School Directors; its man- 
 agement, under the Board, was delegated to a committee consisting of a member 
 of the Board, a member of the High School Council and a citizen representative 
 of the donors. Plans were prepared, contracts awarded, and to-day the dream of 
 but a year ago is a reality of wonderful promise. 
 
 The treatment of the field by the architect is indicated by the plot which 
 follows : 
 
 »# 
 
 fe* ■&'»'£ */ <J5 % 
 
 W f" 
 
 $*• #- 0.. v.- *r. 
 
 *?, **#■ '*'? 
 
 * izt$3::m*r'3& ~ 3a*B22r^,i 
 
 V 
 
 1, .... 
 
 '*#-' ,. ii- ; ..." «'"s 
 
 
 iWWiertt Ouotl* &VKETBM.;. 
 
 'tf*\ *** % 
 
 5 S^j$- 37gr-#X^ 4^" 
 
 Z3-' JIBf ' 
 
 
 GisafSefisTenKts C»'j*ta 
 
 CI 
 
 i:;"®?* 1 
 
 I 
 
 a *♦•'*> ** J&fc..** r # * e * 
 
 ^ <# A* 
 
 General Layout of Athletic Field — Erie 
 Building committee — wm. e. beckwith, prop. wm. e. dimorier, theo. s. scarlett, architect, geo. e. 
 
 eichenlaub, c. p. a. 
 
 An examination shows a finely appointed grandstand, a race track with court, 
 baseball diamond and gridiron, a boys' gymnasium, a girls' gymnasium, a swim- 
 ming pool, generous provision for tennis, croquette, quoits, basketball, volleyball, 
 ice hockey, and similar sports, a recreation pavilion, a bandstand, a caretaker's 
 house, and an extensive lawn space which can be adapted to the growing and 
 changing demands of the project. An iron fence with ornamental hedge will 
 surround the entire field. 
 
19G 
 
 GREATER ERIE 
 
 This statement of so varied a list of sports and activities shows how broad 
 and comprehensive is the plan of the promoters and how great are the oppor- 
 tunities for health, pleasure, agreeable associations and right companionships under 
 proper conditions, for the engendering of that spirit of fair play for which the 
 American playground movement stands, and for the accumulating of a store of 
 pleasant memories of boyhood and girlhood life that will mean so much in the 
 years to come. 
 
 The success of the first athletic field will mean a demand for others in other 
 sections of the city. Especially in the more congested parts will the call be in- 
 sistent, and it will be a wise and farsighted policy which will promote at the 
 earliest opportunity the acquiring of grounds of sufficient size and of proper loca- 
 tion, that all may feel that they are included in the plan for the city's develop- 
 ment. 
 
 
 '■Sysfe 
 
 
 ™ l & ir Tw 
 
 T^ 
 
 
 
 
 i-^Vf:': 
 
 in ■■■■•' 
 
 ■ '^-,':i^. ■<%■ •'■J'^ 
 
 ^fcai&*Ea3aa 
 
 Athletic Field and Playground, Pope Park, Hartford 
 Average attendance, mornings, 200. afternoons, 375. evenings, 700. over 1,200 daily 
 
 The school playground movement is entitled to special mention. It is 
 countrywide. New means of locomotion and transportation have made the streets 
 impossible for play purposes ; the tendency of cities to congest have changed very 
 positively indeed the aspect for the growing boy and girl and denies to them the 
 chance for recreation that offered for those of an earlier time. Erie has already 
 reached the size which makes proper play a very definite problem. The school 
 authorities have given it as much attention as the pressure of other claims would 
 allow. In addition to the Athletic Field, additions have been made recently to 
 School Lots 6, 8, 10, 12, 16 and 17, an entire square is available at Seventh Street 
 and East Avenue, a half square is devoted to new Perry School and a full square 
 to the school to be later erected at 31st and Wayne Streets. The Board of Direct- 
 ors is considering purchases for the relief of other schools, and will proceed as its 
 finances and the state of the public mind will permit. 
 
SCHOOLS 
 
 197 
 
 That the local school authorities are alive to the playground movement as it 
 has developed the country over, and that other communities appreciate its social, 
 economic and educational value, is evidenced by the following facts covering 
 organized work during the year ending November 1, 1913: 
 
 Cities maintaining regularly supervised playgrounds and recreation centers, 342. These cities during the 
 year maintained 2,402 playgrounds and recreation centers. 
 
 In 31 cities playgrounds and recreation centers were maintained by playground or recreation commissions; 
 in 5 by playground or recreation departments. In 10 cities playground commissions or departments combined 
 with boards of education, park boards or other agencies to carry on the work. 
 
 In 34 communities boards of education conducted recreation work ; in 9, boards of education and park boards, 
 and in 13, boards of education in conjunction with other agencies. 
 
 In 31 cities recreation work was conducted by park departments ; in 10, by park departments in combination 
 with other organizations; in 9, by departments of city government, and in 5, by city departments in conjunction 
 with other agencies. 
 
 In 49 communities recreation work was conducted by playground and recreation associations; in 5, byplay- 
 ground associations and park boards; in 5, by playground associations and boards of education, and in 9, by 
 playground associations in combination with other city departments or with private agencies. 
 
 In 16 communities recreation committees — both municipal and private— conducted the work; in 15, civic 
 improvement leagues or associations; in 27, women's clubs and organizations; in 7, municipal improvement 
 associations; in 10, Young Men's and Young Women's Christian Associations; in 3, social center associations; 
 in 3, individuals; in 5, industrial plants, and in 30, other agencies or several agencies combined. 
 
 The work was organized as follows : 
 
 Municipal — Playground or recreation commissions or departments 48 cities 
 
 Private — Playground or recreation associations or leagues .121 " 
 
 Both ■. . . . 12 " 
 
 In 111 cities the centers were supported by municipal funds, in 110 by private funds and in 115 by both 
 municipal and private funds. Total expenditures, $5,700,223.81. 
 
 In 342 cities carrying on supervised recreation 6,318 workers were employed. Of these 2,462 were men and 
 3,856 were women. Eighty-three cities had 774 year-round workers. These figures indicate an increase over 
 last year of 18.5 per cent, in the number of recreation workers. In addition to these workers 1,933 caretakers 
 were employed. 
 
 In 59 cities there were maintained classes for the training of recreation workers. Thirty-five of that number 
 had 2,638 student workers. In addition 7 cities had training classes in process of organization; 10 cities had 
 weekly conferences not strictly training classes. 
 
 Eighteen communities fill their recreation positions by civil service examinations. 
 
 In 70 cities supervised playgrounds were opened for the first time during the year ending November 1, 1913. 
 
 In 20 cities bond issues for recreation purposes were authorized during the year to the amount of $2,358,000. 
 In 45 cities land and buildings have been donated for playground and recreation purposes. The combined 
 values of this property in 26 cities is W96.400.64. 
 
 08 cities had 337 
 
 centers 
 
 open 
 
 all the year. 
 
 2 
 
 cities had 11 centers 
 
 open 
 
 4,'/2 mouths. 
 
 4 " 
 
 " 75 
 
 
 a 
 
 " 
 
 10 mouths. 
 
 !) 
 
 25 " 
 
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 1 
 
 2 " 
 
 4 
 
 
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 9 
 
 2 
 
 10 " 
 
 ti 
 
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 4 " 
 
 " 76 
 
 
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 8 
 
 27 
 
 72 " 
 
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 7 
 
 10 
 
 76 " 
 
 a 
 
 2V 2 " 
 
 10 " 
 
 " 89 
 
 
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 6 
 
 250 
 
 " 1,483 " 
 
 it 
 
 July and August. 
 
 13 " 
 
 " 52 
 
 
 ti 
 
 " 
 
 5 
 
 
 
 
 
 In 33 cities, 33 centers were open for periods of from 1 month to 7 weeks. 
 In 180 cities centers were open on holidays, and in 80 on Sundays. 
 
GREATER ERIE 
 
 Of the 342 cities, 313 had a total average daily attendance of 454,438 during July and August. One hundred 
 and one cities, in 93 of which there were 423 centers, had separate spaces for boys and girls. 
 
 One hundred and fifty-two cities had 629 centers open evenings. The total average attendance for 101 
 cities, of which there is record, was 62,224. In 79 cities the schoolhouses were used as recreation centers. 
 Seventy-four of these had 368 such centers. In addition 3 cities used 65 schools for lectures. 
 
 Fifty-five additional cities had evening recreation center work in the schools. Of this number 51 had 96 such 
 centers. 
 
 In 15 cities streets were set aside for play. In 96 cities coasting in the streets was permitted. 
 
 The past year has marked an interesting growth in the establishment of playgrounds by industrial plants 
 which have either maintained playgrounds or community centers for the entire community at their own expense 
 or joined with other agencies in carrying on recreation work. 
 
 The facts stated above speak eloquently of the patriotic efforts that are being 
 made, by people solicitous for the nation's future, in the interests of the boys 
 and girls of the land. It is a growing movement, rich in promise. 
 
 The school buildings of Erie are in the main a source of pride to our people, 
 and reflect credit upon those who are responsible for them. The modern demand, 
 however, is for an architecture and interior treatment that will meet the new 
 educational requirements. The use of the school plant for neighborhood meet- 
 ings and social center work, the insistence of public opinion that thought must be 
 had for the physical development of the child — carrying with it the gymnasium, 
 shower baths and the swimming or wading pool, the higher standards set in the 
 matter of fresh air circulated and light per pupil furnished, the open-air or open- 
 window school for aneamic children, these, and a variety of other innovations are 
 having their influence on the planning of the school buildings of to-day. Mr. 
 Nolen's advice to the local Board of School Directors is not alone that they pro- 
 vide generous play spaces, but that the grounds be beautified and that the build- 
 ings be hereafter along certain definite and uniform lines that will make Erie 
 schoolhouse architecture distinctive. The Board has recently engaged, as archi- 
 tect for its next building, Mr. William B. Ittner, of St. Louis, for many years the 
 professional adviser of the Board of his city, and a recognized authority on his 
 specialty, that of schoolhouse construction, in architectural and school circles. 
 
 In addition to the properties in the charge of the Board of School Directors, 
 the church and parochial authorities of the city have erected and occupy for edu- 
 cational purposes modern buildings representing a large expenditure of funds and 
 an increasing improvement in architecture and surroundings. The Villa Maria 
 Academy is worthy of special mention as contributing to the appearance and 
 attractiveness of a residential section of the city. 
 
 In the following report by Mr. Nolen we see a city planner's conception of 
 the community's duty toward itself and its boys and girls. 
 
SCHOOLS 
 
 199 
 
 SCHOOL GROUNDS, FIELD NOTES BY JOHN NOLEN 
 
 May, 1912. 
 
 SCHOOL No. 1. 
 
 Location: French and Third Streets. 
 
 Size of lot: 165x165. 
 
 Enrollment for week ending 3-1-12, 270. 
 
 The school has a fair-sized playing space in the rear of the building, and while 
 it might do for the present, it will not be large enough if there is any addition to 
 the school, or if it is fixed up with planting, grass, apparatus, etc. 
 
 ^> J - 
 
 
 IL' 
 
 "-IF^AiFF m 
 
 Erie Public Library 
 
 On the west are the car barns and the best way to expand seems to be to the 
 north. If 60 feet along the entire lot were added, it would mean buying two small 
 houses, one wood and one brick. If it was desirable to form a large space here 
 and go back to Second Street, it would take altogether seven houses, five wooden 
 and two brick. They are all small and not very expensive ones. 
 
 This yard, like most of the others, would be greatly improved by use of grass, 
 planting, apparatus, etc. If planting is added, low guard fences should be put 
 in to protect it. 
 
 In the yard there are a number of benches. The idea of providing out-of- 
 door seats is a good one and judging from the way these were worn, they were 
 greatly appreciated by the children. 
 
200 
 
 GREATER ERIE 
 
 SCHOOL No. 2. 
 
 Location: Holland and Seventh Streets. 
 
 Size of lot: 206% x 165. 
 
 Enrollment for week ending 3-1-12, 360. 
 
 The lot at present is rather small, about two-fifths of it being occupied by the 
 building. The grounds are everywhere gravel with a lot of good, although young, 
 Maples for shade. Directly back from 7th Street along Holland, there is a chance 
 for expansion. Corner of Holland and 8th is a brick block which would probably 
 be expensive, but between it and the school grounds is a cheap wooden house and 
 about 30 feet of land running half way back on school lot. Back of these lots 
 along 8th Street is a small machine shop, now for sale, and a cheap wooden house. 
 If the block at the corner was left but the other taken, you would then have a 
 good sized playground. As everything is built up in this neighborhood, it might 
 pay to take the whole corner. 
 
 The grounds could be improved by fences, planting, and by having special 
 amusements. 
 
 SCHOOL No. 3. 
 
 Special. 
 
 Location: Sixteenth and Sassafras Streets. 
 Size of lot: 123 x 128. 
 
 Not a very large building, but one of the smallest lots. The front on 16th 
 Street is brick paved back from the sidewalk, making the whole front really part 
 of the street. 
 
 There is a little space toward Peach Street and that is about all. They have 
 some shade trees. The land toward Peach is higher, but could be used to fill the 
 cellars of the two houses here, which would have to be taken to extend the grounds 
 100 feet along 16th Street. To extend 150 feet would mean taking three houses. 
 These are all small and not very expensive. 
 
 Across Sassafras Street is a vacant lot running along 16th Street. This is 
 not quite as deep as the school lot, but extends to Myrtle Street. This would 
 make a very good neighborhood playground. It is pretty well graded now and is 
 already used by the children for a ball ground. The land is for sale. 
 
 To get a lot as deep as the school lot and extending across this block is pos- 
 sible, as that part of the back lot is only used for lumber storage. 
 
 SCHOOL No. 4. 
 
 Location: Fifth near Chestnut Street. 
 
 Size of lot: 165 x 165. 
 
 Enrollment for week ending 3-1-12, 420. 
 
 The yard was very small, the building covering at least half the lot. In 
 front they have some very good shrubbery and trees. In the rear is an ash bin, 
 
SCHOOLS 
 
 201 
 
 which takes up some room. There are two ways of expansion, one to the rear 
 and the other to the west toward Walnut Street. 
 
 The rear would be the better way and would mean buying two 2-story houses, 
 three small houses and 2 shed barns; none of these buildings are particularly 
 good. To the west, it would be necessary to purchase two houses and a barn to 
 get the required amount of space. 
 
 Public School No. 7, Twenty-First and Sassafras Streets, 1910 
 School lot 325 x 135 feet. Available play space per pupil, so square feet 
 (An attractive building with a decidedly limited playground in a built up residence section 
 
 op the city) 
 
 SCHOOL No. 5. 
 Location: Twelfth, between Holland and German Streets. 
 Size of lot: 165 x 165. 
 Enrollment for week ending 3-1-12, 2.90. 
 School No. 5 is like a number of others, with small playing space, no grass, 
 a few unprotected shrubs, and some good shade trees. Back of the school is a 
 20-foot alley, which would be hard to close, as the school is in the middle of the 
 block. However, gates could be put in and the lot back used independently. It is 
 covered with small cheap houses and it would be necessary to buy nine houses 
 
202 
 
 GREATER ERIE 
 
 and one barn to carry the present school lot back to 11th Street. This would, I 
 think, be the best enlargement, the alternative being to extend westerly along 12th 
 Street. This would mean the taking of two houses and a small store and barn. 
 
 There is some advantage in extending back rather than to one side. The 
 basement and entrances are usually divided between the boys and girls, each having 
 a side. If the playground is to one side, both do not have the same access to it. 
 
 Public School No. 6, Plum and Twenty-Third Streets, 1897 
 School lot 270 x 660 feet. Available play space per pupil, 384 square feet 
 (The playground here can be used as a center for some years for the district west of cherry 
 
 STREET AND SOUTH OF NINETEENTH STREET. SEE PLAYGROUND PLAN ON NEXT PAGE) 
 
 SCHOOL No. 6. 
 Location: Plum, 23rd to 24th Streets. 
 Size of lot: 270 x 660. 
 Enrollment for week ending 3-1-12, 630. 
 There is quite a lot of land around the school building, but not well adapted 
 to playing space, as the building is in the center of the lot; furthermore, they have 
 a wooden two-room school in the rear which takes up lots of room. 
 
 West of this lot the entire block is open and I understand the Board have 
 already bought this land. The old lot has good shade trees but no grass, shrub- 
 bery, fences or amusements, 
 
SCHOOLS 
 
 203 
 
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204 
 
 GREATER ERIE 
 
 SCHOOL No. 7. 
 
 Location: 21st and Sassafras Streets. 
 
 Size of lot: 325 x 135. 
 
 Enrollment for week ending 3-1-12, 580. 
 
 A good building on a good sized lot but not located well to give the best 
 arrangement of space for playing. There is some space at either end and some 
 along the front on 21st Street, but nothing in the rear. The boiler room here 
 takes up most of the back, and the old brick building in the corner of the lot re- 
 duces the playing area on the east side. The grounds are very bare and uninter- 
 esting — there are some good trees, but no grass or shrubs. There is very little 
 chance to increase the size of the lot except toward the rear. This would be very 
 expensive. To carry the present lot back to 20th Street along Sassafras would 
 mean buying up twelve fairly good houses. To the east there is an alley adjoin- 
 ing the school lot. This might be closed and used as part of the school land. 
 The present lot could be made to do for recess grounds if a larger playground could 
 be provided in the neighborhood. 
 
 SCHOOL No. 8. 
 
 Location: 17th and Poplar Streets. 
 
 Size of lot: 247Y 2 x 205. 
 
 Enrollment for week ending 3-1-12, 410. 
 
 The grounds here are very good sized, but as the neighborhood is very well 
 supplied with children, it would seem well to prepare for building and lot expan- 
 sion. To carry the entire lot back to 16th Street proposed would only necessi- 
 tate buying three very cheap houses and a cheap wooden store. On the school 
 grounds are good shade trees, Maple, and some swings. The lot is enclosed by a 
 fence. This lot would be a good one to fix up with some grass, shrubs, and some 
 amusements, as it is in a rather poor part of the city. 
 
 (Note : Some of the additional property referred to was acquired later.) 
 
 SCHOOL No. 9. 
 
 Location: Peach near 26th Street. 
 
 Size of lot: 165 x 250. 
 
 Enrollment for week ending 3-1-12, 360. 
 
 Building covers about half of the lot and reduces the playing space to a mini- 
 mum. The south side is held up by a 6-foot retaining wall, but extension would 
 be made north and east. Across the entire back a strip about 30 feet wide could be 
 had. This is at the top of a steep bank and is of no use to the lots below except 
 for some planting of fruit trees. North of the school is a good lot about 45 feet 
 wide with a small wooden house on it. If these two parcels could be purchased, 
 it would add a lot to playground space here. They have dumped some sand here 
 for the children, but it is packed so hard it is useless. Planting and amusements 
 would help. They have good shade trees, Poplars. 
 
SCHOOLS 
 
 205 
 
 SCHOOL No. 10. 
 
 Location: Park Avenue North, Liberty to Plum Streets. 
 
 Size of lot: 830 x 165. 
 
 Enrollment for week ending 8-1-12, 1+20. 
 
 The grounds about the school take in the whole block, Park Avenue North 
 to 5th Street and Liberty to Plum Streets. There are a number of trees about the 
 building, in fact, too many. These are all at the westerly end, the eastern half be- 
 ing a dirt playground worn hard by the children. This school ground, like most of 
 the others, could be greatly improved by fencing, grassing and planting shrubs 
 and street trees. There are no special amusements provided for the children. 
 
 In the rear they have already built a two-room wooden building for classes. 
 This of course reduces the playing space, and means that very soon they will have 
 to enlarge the present building and then not have ground room enough for the 
 extra pupils or else build another school in the vicinity. 
 
 SCHOOL No. 11. 
 
 (Special.) 
 Location: French and 11th Streets. 
 Size of lot: 123 x 160. 
 
 This school building is quite old and is on a small lot. The playing space is 
 further reduced by a steep bank in front which cuts off 10-12 feet the entire length. 
 The school is quite near the business part of the city (State Street) and it might 
 be economy to sell the lot and re-locate. Across 11th Street is an old ruined 
 brick factory building with the windows all out. This land might be purchased 
 as a playground; it is 100 feet on French Street and runs the same depth as the 
 school lot. 
 
 In the next block east is an open space running from French along 12th Street, 
 and then back along the creek to 11th with the corner at French and 11th cut out 
 of it. There is, I think, only one wooden house on this property and that one 
 not expensive. This land would make a good site for a new No. 11 school and 
 playground or for a small independent playground. 
 
 SCHOOL No. 12. 
 
 Location: 6th and East Avenue. 
 
 Size of lot: 165 x 165. 
 
 Enrollment for week ending 3-1-12, 490. 
 
 The grounds about the school are very much cramped. They have recently 
 built a wooden building in the yard for classes, so it seems likely that the school 
 will have to be enlarged before long. Directly back along Fast Avenue to Seventh 
 Street are a lot (6) of small, one and a half story houses crowded in together. 
 This lot would make a fine addition to the school grounds. It would seem well to 
 have this space even with the other playfield across the street. Shown on list 
 as No. 12a. 
 
 (Note: Additional land acquired later.) 
 
206 
 
 GREATER ERIE 
 
 LOT No. 12a. 
 
 Location: East Avenue, 7th to Atkins Streets. 
 Size of lot: 219 x 558. 
 
 Across East Avenue from School No. 12 is a lot which is being fixed up for a 
 playfield. The westerly end has some apparatus and the other end is used by the 
 boys for a ball field. This lot could be fixed up for a first-class playground for 
 small children. Hardly large enough for the older ones. They should have a 
 plan for it before going farther. 
 
 SCHOOL No. 13. 
 
 Location: 10th and Ash Streets. 
 
 Size of lot: 150 x 160. 
 
 Enrollment for week ending 3-1-12, 420. 
 
 The building and brick walks cover about half of the lot, leaving a rather 
 small playing space. The school has been added on to since it was first built. 
 
 There are good shade trees, Maple, on the grounds, and there has been an 
 attempt to have some shrubs against the front of the building and flowers along 
 one boundary. 
 
 Back of the school is an alley which blocks direct expansion on this side unless 
 it can be closed up. To extend the entire lot through to 9th Street would mean 
 buying three small single houses and a double one. None of these buildings is 
 particularly valuable. 
 
 Extension might also be made to the west along 10th Street. This would 
 mean buying three houses and three sheds. These houses are of a better "class, 
 but not very expensive. The school land would then extend to the land of the 
 M. E- Church, which would be a good neighbor for the school. 
 
 Ash Street opposite the school land is very much narrower than it is anywhere 
 else. If the street was ever widened, it would have to be on the school side and 
 would thus reduce the present playing space considerably. 
 
 SCHOOL No. 14. 
 
 Location: 21st and German Streets. 
 
 Size of lot: 247% x ^0. 
 
 Enrollment for week ending 3-1-12, 490. 
 
 The yard is hardly large enough for a real playground, but might do for a 
 recess playing space. To carry the lot through in the rear would necessitate 
 buying four small and two large houses which are not extremely good, but would 
 be fairly expensive. The playing space is now at the sides, and if 30 feet were 
 added across the rear, it would help a lot. This would mean buying one house and 
 shortening up three other lots. There are now good shade trees on the place, 
 Maple and Poplar, and some shrubs in front. The yard needs fencing, grass and 
 more shrubs, also amusements. 
 
 If the playground was laid out half way between this school and No. 15, the 
 present yard would do. 
 
SCHOOLS 
 
 207 
 
 SCHOOL No. 15. 
 
 Location: 23rd and Ash Streets. 
 
 Size of lot: 248 x 128. 
 
 Enrollment for week ending 3-1-12, 310. 
 There is a very good playing space at the Ash Street side of the lot which 
 might be sufficient for present needs at recess time. It is not large enough, how- 
 ever, for real playground. In the rear of the school is an alley and beyond, to get a 
 lot the size of the present one , there are two brick and three wooden houses and two 
 
 School No. 15, Twenty-Third and Ash Streets, 1S74 
 School lot, 248 x 128 feet. Available play space per pupil, 73 square feet 
 (An old style of building on a small lot. More play space needed) 
 
 barns all small and cheap. There are a number of private schools in the vicinity, 
 and so if the playground was sort of separate, it wouldn't matter so much. They 
 have fenced the lot and have some trees but no grass, shrubbery or amusements. 
 
 This lot would not have to be enlarged if playground was established be- 
 tween 21st and 23rd Streets from Ash to Parade Streets. 
 
 Across Ash Street is No. 8 Engine house. They have no grounds about the 
 building. 
 
208 
 
 GREATER ERIE 
 
 SCHOOL No. 16. 
 
 Location: 8th and Walnut Streets. 
 
 Size of lot: 165 x 228. 
 
 Enrollment for week ending 8-1-12, 510. 
 
 No. 16 is a very large school and covers the greater part of the lot, leaving 
 only a narrow space around it. There is no fence on the street sides, and judg- 
 ing from the grass strips the children must use the road for playing space. 
 
 To extend through to 9th along Walnut Street would necessitate buying 
 four wooden and one brick, all very good houses. This would probably be ex- 
 
 Perry School, Twenty-Ninth and Cascade Streets, 1913 
 School lot 270 x 330 feet. Available play space per pupil, 183 square feet 
 
 (A NEW SCHOOL HOUSE IN A DEVELOPING PART OF THE CITY. BUILDING HAS ASSEMBLY ROOM, PUBLIC 
 READING ROOM, GYMNASIUM AND PROVISION FOR A FRESH AIR SCHOOL) 
 
 pensive. However, directly back from Walnut along 8th are three two-family 
 houses. These are not very good houses, and they cover about 200 feet of land 
 along the street. This seems to be the best and cheapest way to improve the 
 conditions. 
 
 SCHOOL No. 17. 
 
 Location: East Avenue, 22nd to 23rd Streets. 
 
 Size of lot: 270 x 210. 
 
 Enrollment for week ending 3-1-12, 400. 
 This lot is a good piece of property running from 22nd to 23rd, but owing 
 to the fact that the building is in the center of the grounds the playing space isn't 
 
SCHOOLS 
 
 209 
 
 very good. East Avenue side is well grassed and looks fine. There are also good 
 young Maples started around the lot. 
 
 Along 22nd Street a good big playground can be had about the size of the 
 present lot. The land is open and could be easily bought. The school grounds 
 have a l'-3' curb and don't need a fence. The new playground had better be 
 fenced. 
 
 SCHOOL No. 18. 
 
 Location: 10th and Cascade Streets. 
 
 Size of lot: 247]/ 2 x 330. 
 
 Enrollment for week ending 3-1-12, 520. 
 
 Building new and very good. Grounds front of school grassed and planted, 
 and are in pretty nice shape. Lot runs through from 10th to 9th Streets along 
 Cascade Street. The back half used for playground. Seems to be large enough, 
 but has nothing for special amusement. Near school building is a slope change 
 in grade which is hard to maintain. Wall and steps would stand better and 
 would give more room. 
 
 Grounds could be made very nice with fence treatment and some border 
 grass and planting. 
 
 PERRY SCHOOL. 
 
 Location: Cascade, 29th to 30th Streets. 
 Size of lot: 270 x 330. 
 
 The building hasn't been erected yet. The ground is dry and level, and 
 well suited to playground use. There is more land unbuilt upon adjoining this 
 lot. It would be well to consider the purchase of this now before it increases any 
 more in value. 
 
 (Note: This building has since been erected.) 
 
 HIGH SCHOOL. 
 
 Location: Sassafras, 10th and 
 
 11th Streets. 
 Size of lot: 330 x 206}{. 
 Enrollment for week ending 3-1- 
 12, 840. 
 
 Very large building, taking 
 nearly all the lot. Has a good 
 setting with plenty of trees and 
 good grass. Arbor Vitae hedge 
 in fair condition all around the 
 lot. 
 
 No chance to enlarge any- 
 where; will have to depend on 
 
 Erie High School OUtside playfield. 
 
()UR duty is to 
 be useful □ 
 Not according to 
 our desires but 
 according to our 
 powers □ CZ 
 
 AMIEL'S JOURNAL 
 
/.VAV.-.HIW 
 
 HE City of Erie is peculiarly fortunate in its civic and char- 
 itable organizations. It is seldom you find citizens so de- 
 votedly attached to their city and so united in the effort to 
 make it appear well in the eyes of visitors. In fact so 
 dominated were the people of Erie by this desire that for 
 years manufacturing was actually discouraged from dread of smoke and dirt. 
 But with the advent of commercial organizations, the city, increasing steadily 
 in population from sheer beauty and favorableness of location, began to grow by 
 leaps and bounds until to-day the development has become phenomenal. 
 
 In this civic progress the Board of Trade and the Chamber of Commerce have 
 marked the way for other organizations representing sections or wards of the city. 
 The Board of Trade is the oldest and most conservative; the Chamber of Com- 
 merce, largest in membership and in the scope of work undertaken. Both have 
 held before their members the necessity of constant advancement and united 
 effort to secure a larger and better city and to prepare both it and its surroundings 
 for homes, manufacturing, and business generally. 
 
 Established in May, 1874, by a group of enthusiastic citizens, the Erie Board 
 of Trade has grown to 400 members, mostly proprietors and general managers of 
 manufacturing and mercantile establishments, representatives of corporations 
 and professional men. Spacious rooms are maintained in the Penn Building for 
 its members furnished with an abundant supply of the leading daily papers of the 
 country, and other reading matter, and where games of various kinds are also 
 enjoyed. The officers and directors chosen October, 1913, are: President, Henry 
 Hinrichs, Jr.; First Vice-President, William Hamilton; Second Vice-President, W. 
 H. Warner; Secretary, Frank W. Dillon; Treasurer, Douglas Benson; Directors, 
 Hon. Emory A. Walling, F. W. Burnham, A. A. Culbertson, Willis B. Durlin, A. 
 M. Doll, P. V. Gifford, John F. Brown, Otto G. Hitchcock and Rea R. Whitley. 
 
 The Erie Chamber of Commerce was organized March 6, 1902, and has 
 enrolled 1,200 members from the manufacturing, commercial and professional 
 circles of the city. The offices and assembly halls are the headquarters of the 
 Erie Motor Club, the Retail Merchants' Board, the Erie Ad Club, and affiliated 
 organizations, in the Reed House Block, North Park Row, Perry Square. Officers 
 
212 
 
 GREATER ERIE 
 
 and directors chosen March, 1913, are: President, G. Irving Blake; First Vice- 
 President, J. M. Force; Second Vice-President, W. Pitt Gifford, Secretary, Jacob 
 Umnitz; Treasurer, John P. Smart; Directors, W. Irwin Arbuckle, Dr. Otto F. 
 Behrend, Hon. Henry A. Clark, Robert F. Devine, Prof. John C. Diehl, Lyman 
 Felheim, P. A. Himrod, J. R. McDonald, J. M. Sherwin, Hon. M. W Shreve, 
 Robert Spittal, Hon. William J. Stern, C. L. Thompson, M. G. Specht, M. D. 
 Fletcher, Ramsey Burton, W. B. Flickinger, J. C. Grove, H. W Sims, A. M. 
 Doll, J. Ross Mayer, H. C. Lord and William E- Beckwith. 
 
 Certain important civic problems relating to retail merchants are cared for 
 in the Business Men's Exchange, a trade organization started in 1900, and now 
 consisting of 600 members. The President is Theodore Landsberg, the Secretary, 
 A. M. Howes. 
 
 Many of Erie's German, Polish and Italian citizens cherish the language and 
 ideals of their Fatherland in numerous specially organized societies, but patriotic 
 love of their adopted country and city is foremost in all their gatherings. 
 
 Other organizations with a general scope of work in their respective fields 
 include the Woman's Club, the Yacht Club, the Traffic Club, the Art Club of Erie, 
 the Erie Boys' Club, the Erie Motorcycle Club, the Erie Golf Club, the Erie Kennel 
 Club, Society for the Prevention of Tuberculosis, Associated Charities, North- 
 western Pennsylvania Humane Society and Northwestern Poultry and Pet Stock 
 Association. Manufacturing, Commercial and Professional organizations in- 
 clude the Manufacturers' Association of Erie, the Erie County Bar Association, 
 the Retail Grocers' Association, the Erie Real Estate Board, the Erie Teachers' 
 Association, the Underwriters' Association of Erie County, the Erie Association 
 of Life Underwriters, the Retail Liquor Dealers' Association, the Homoepathic 
 Medical Society, the Erie Osteopathic Association, the Medical Society of Erie 
 County, and the Erie Dental Society. Leading social clubs are the Erie Club, the 
 Kahkwa Club, the Country Club and the newly organized University Club. 
 
 One and all of these organizations are imbued with the old-time spirit of de- 
 votion to the progress and development of the city and now aroused to the ad- 
 vantages of modern enterprise are a unit in using every effort for advancement 
 along the broadest lines of commercial enterprise and for the well-being of the 
 people. 
 
 : 'For riot this man. arid that man, but 
 all rqeri rr\ake ^P rnan.Xind, arid their 
 United tasks, the tasks of mankind 1 ' 
 
 — Thomas Carlyle 
 
OPEN SPACES 
 
 213 
 
 Bushnell Park (West) 
 This is the picture park of hartford, supposed to have been the first sizable park in the united states 
 bought for distinctly park purposes by vote of the people, and paid for out of the city treas- 
 ury from money raised by the people by taxation, when the population was only 24,000. 
 
 "No Great Deed is Dorie by 
 Falterers Wrio HsK For Certainty" 
 
 — George Eliot 
 
 In 1853 the Court of Common Council adopted a plan suggested and earnestly advocated by the Rev. Horace 
 Bushnell, D. D., for the creation of a public park by reclaiming a neglected area in the center of the city. Steps 
 were taken to purchase the lands necessary for this purpose, and the sum of $135,000 was expended in securing 
 the forty-two (42) acres now comprising this park. It was not until 1858 that plans for improvements were 
 decided on and the work of grading, making walks and planting trees was begun. This was carried on by a 
 Park Committee until an ordinance relating to public parks was passed May 28th, 1860, which created the Board 
 of Park Commissioners, consisting of five members. The exact cost of these improvements has not been de- 
 termined. The value of that early work, however, is now apparent in the beautiful trees and shrubs which 
 are the glory of Bushnell Park. Of these there are 265 species, many of them most perfect specimens. In East 
 Bushnell Park is the scion of the Charter Oak, transplanted in 1867 when twenty (20) years old. Nearby is 
 Bartlett's statue of Dr. Horace Wells, the discoverer of anassthesia. In West Bushnell Park is the Corning 
 Fountain, presented to the city by Mr. John J. Corning, of Hartford, and round about it floral displays are made. 
 Here is also a bronze statue of General Putnam by J. Q. A. Ward. The lawns of Bushnell Park are unsur- 
 passed. It was named, February 14th, 1876, in honor of its originator. Its location in the center of the city, 
 with its Memorial Arch and Capitol, in full view, make it invaluable to Hartford's Park System, and as an asset 
 of the city it is estimated to be worth about two million dollars. 
 
 It has a place entirely its own, and distinctly different from the purposes of all the other parks. It has 
 set a standard for Hartford people to live up to, and has probably done more to give Hartford the reputation of 
 a beautiful city, by its location near the railroad, than any other single feature, and to make Hartford in fact, 
 a beautiful city by its influence over her citizens. Silently and continuously for over a generation it has been 
 extending its blessings to her people, and its influence is seen in many of their home grounds. 
 
 If Bushnell Park had not preceded the other parks by some forty years' service, it is not unreasonable 
 to suppose the other parks never would have been. 
 
"TiO good with 
 
 *^ what thou hast; 
 or it will do thee 
 no good CD CD 
 If thou wouldst 
 be happy, bring 
 thy mind to thy 
 condition, and 
 have an indiffer- 
 ency for more than 
 what is sufficient 
 
 WILLIAM PENN 
 
EAL estate values are a sensitive barometer of the pros- 
 perity and progress of a city, because they indicate 
 present conditions and forecast the future. To study 
 and compare them is to understand how vitally the 
 plan of the city affects its welfare ; for real estate values 
 express in terms of dollars and cents the comparative desirability of a location for 
 a home, a store, or a factory. Every one appreciates how greatly the value of 
 property is affected by its location. To plan a city wisely is to create good loca- 
 tions, good values, and prosperity. 
 
 Real estate values in Erie prove this. In its general plan the city is like a 
 checkerboard. The streets are straight and cross at right angles, dividing the 
 area into rectangular blocks of nearly even size. Because of this arrangement 
 traffic is distributed over a large area; and since trade follows traffic, the business 
 section of Erie is larger and more uniformly prosperous than is usual for a city of 
 its size. In many cities the streets focus to a central square or cross diagonally, 
 and the points of intersection become congested. Property located at such points 
 soars to an unnaturally high price, while property a block away is hopelessly off 
 the line of traffic, with consequent lower values. Erie, owing to its general plan, 
 is happily unhampered by such a condition. The business section is not only 
 large, but capable of much greater growth in every direction. All effort should 
 be made to foster this fortunate condition. 
 
 Nature has been kind to Erie. On the east side the ground formation is 
 rocky and affords solid foundation for manufacturing plants. On this side, the 
 railroad facilities, already good, are rapidly improving, due to the presence of 
 many large industries and the enterprise of the railroad companies. This is re- 
 sulting in the establishment of new freight yards and extended track systems. 
 On the west side, conditions are more favorable for residential purposes. Mid- 
 way between these two sections, reaching into both with its square network of 
 side streets and running north to the waterfront, is the main artery of trade — 
 State Street. 
 
 In spite of its great development as an industrial center, Erie has remained 
 a city of homes. The big manufacturing plants have grown up and remained 
 
216 
 
 GREATER ERIE 
 
 View from Nicholson Heights, three miles from perry square, looking toward the city and showing 
 the character of the land which is admirably adapted for residential zone 
 
 close to the railroad lines, leaving a well-defined residential section. It is to the 
 interest of everyone to have these districts develop apart from each other, rather 
 than to have factories and homes commingle. Separated as they now are, it 
 means better living conditions and higher values for both. 
 
 As a city of homes, a high percentage of which are owned by the residents, 
 Erie has outgrown its supply of desirable houses and apartments for rental. Con- 
 sequently rents have increased, and this fact has caused Erie to be criticized as a 
 city where rents are unusually high. As a matter of statistics, rents are lower in 
 Erie than in many cities, in proportion to the value of the property; for while 
 rents have advanced, land values have advanced a great deal. One natural 
 result of this is that it is difficult for a man working for a mechanic's wage to get 
 as desirable a home as he is entitled to for the money he can pay. Recognizing 
 this condition, the Real Estate Board has seriously discussed this problem, and 
 suggests as a solution that large employers of labor consider the feasibility of 
 providing houses for their employees ; these homes to be built not too far from the 
 factories and in sections where land values are comparatively low. The Board 
 advocates the erection of attractive terraces for this purpose. In such an arrange- 
 ment, the houses would have common walls and would occupy less ground, de- 
 creasing their cost so greatly that they could be rented at very modern rates and 
 still pay a reasonable interest on the money invested in them. The economy of 
 this method is worth the consideration of any one who contemplates building. 
 For the large employers of labor the project has many practical advantages wholly 
 independent of its philanthropic aspect. The character of the houses determines 
 in large measure the character of the people who occupy them. Good houses to 
 live in at reasonable rents will always attract the right class of people. 
 
 The plans for Erie which provide for larger avenues and parks in the residen- 
 tial section must appeal to the least altruistic of property owners; for such im- 
 provements mean a certain and permanent increase in the value of all adjacent 
 
REAL ESTATE 
 
 217 
 
 property, and a general raising of the standard of the whole community. The 
 demand for moderate rents in good locations opens a wide field for apartment 
 houses and terraces, for which there are still some desirable sites. 
 
 Relatively few low priced home sites are to be found within the corporate 
 limits of the city (except the extreme south side). Building operations have 
 extended beyond the city east and west, and the development of these districts 
 will come but slowly until the city limits have been extended to embrace them, 
 thereby providing for city improvements. In this connection, it is of the utmost 
 importance that adequate street car service be provided, as without transporta- 
 tion facilities the development would be retarded. 
 
 One of the best evidences of the prosperity of Brie is to be seen in its thriving 
 retail section. As already pointed out, this section is larger than in most cities 
 of equal size, and property values are more evenly distributed. The active retail 
 section extends from Perry Square 
 practically to the railroad, and beyond 
 that for a considerable distance on 
 Peach Street. If there is any "center 
 of trade," it is a long one, extending 
 five blocks along State Street, from 
 Seventh to Twelfth. 
 
 Originally, land in this section was 
 divided into small lots of about twenty 
 feet frontage, and with few exceptions 
 title to these properties is so distributed 
 as to make it difficult to secure suf- 
 ficient frontage to erect as large build- 
 ings as modern requirements demand 
 
 without having to deal with several owners; but this condition is gradually 
 being overcome, and the stores and office buildings of to-day and to-morrow 
 will be larger and more modern fire-proof structures. Not the least advantage to 
 be derived from modernizing the retail section will be the material reduction of 
 the fire hazard, which is a serious menace to every American city. 
 
 The equal distribution of values and the many equal chances of trade have 
 caused the rent of business properties to remain low in Erie in proportion to the 
 value of the property itself. (See Chart "A"). Statistics show few cities of equal 
 size where rents are as low in proportion to valuation. Most of the buildings in 
 the retail section are old structures, with very little rental value above the ground 
 floor, and the burden of making the property earn a reasonable return on the actual 
 value now rests mainly with the ground floor tenant. With the merging of small 
 lots into fewer ownerships and the demand for offices and larger stores, the erec- 
 tion of modern buildings will follow as a natural consequence. This will result in 
 a more equitable distribution of rents and still give the owner a larger rate of 
 
 Residence, Mrs. H. F. Watson 
 
218 
 
 GREATER ERIE 
 
 interest on the valuation than is now obtained. (For values of State Street prop- 
 erties, see Chart "B"). 
 
 On either side of State Street and parallel to it, are two streets, Peach Street 
 on the west and French Street on the east, which are already taking the overflow 
 of business from State Street, and will in time become important business thorough- 
 fares. It is evident that of these two Peach Street will reach its development 
 first. This is partly due to the fact that it is a direct line to the railroad 
 station and already has several fine buildings on the side nearest State Street. 
 Its growth, from a commercial standpoint, has been somewhat retarded because 
 it is a comparatively narrow street. In this respect, it is to be hoped, that at an 
 early date measures will be taken to widen it, and that future buildings erected at 
 corners will front upon it rather than upon the streets which cross it. On the east 
 side, French Street has developed more slowly, and it will probably remain as it 
 is until the business from State and Peach Streets overflows into it. All the side 
 streets from Seventh to Twelfth between State and Peach Streets are growing in 
 
 business importance, and some of the 
 successful stores are located upon 
 them. In general it may be observed 
 that Erie supports an unusual number 
 of high grade stores, selling the finest 
 goods in their respective lines, and 
 catering to a larger and more wealthy 
 class of patrons than it is usual to find 
 
 P^niiwil ' iHHPHlJfi in a city of this size. 
 iillil".< Hi ill i ■Hi»WT 
 
 As a residence, industrial, or business 
 
 proposition, Erie real estate has a won- 
 derful future. Under ordinary condi- 
 tions of development, no section will 
 suffer a diminution in values. On the 
 contrary, values in every section should 
 materially increase during the next few years. A number of things can hasten 
 this increase. For the industrial section, a belt line connecting the outlying fac- 
 tories with the main railroad lines will increase values and open up new factory 
 sites. For the residential section, the establishment of new parks and avenues 
 will create new centers and improve general conditions. For the business sec- 
 tion, the erection of new and larger buildings and the widening of a few streets 
 will mean a certain increase in wealth. Those who now own property in Erie 
 have a vital interest in the plans for betterment, and the soundest reasons for 
 forwarding those plans and profiting by their fruition. Those who contemplate 
 investment in real estate or the development of some industry will find in those 
 same plans an added reason for coming to Erie. 
 
 Residence A. D. Skinner 
 
 'To rest content with results achieved is the first sign of business decay' 
 
REAL ESTATE 
 
 219 
 
 CHART A 
 
 Values & Rents - Front Foot basis 
 
 1903 
 
 1907 
 
 1910 
 
 1913 
 
 Property Values 
 
 3000. 
 
 
 
 
 „ 
 
 Rents 
 
 210. 
 
 
 
 
 „'" 
 
 Property Values 
 
 2500. 
 
 
 
 ^' 
 
 
 Rents 
 
 175. 
 
 
 
 *• 
 
 ^ 
 
 
 Property Values 
 
 2000. 
 
 
 ^.'"' 
 
 
 Rents 
 
 140. 
 
 
 ** 
 *»>" 
 ^ 
 
 
 ^^ — 
 
 Property Values 
 
 1500. 
 
 
 
 «,-» ' 
 
 
 Rents 
 
 125. 
 
 •*• 
 
 -- _ — -" 
 
 
 
 Property Values 
 
 1200. 
 
 — "" 
 
 
 
 
 Rents 
 
 SO. 
 
 --" 
 
 
 
 
 1] Advance in 
 Value 137# 
 
 Advance in 
 Rent 85 # 
 
 This Chart is compiled prom Valuations and Rents op Properties on the 
 West Side op State Street 
 
 CHART B 
 
 STATE ST. 
 
 FROM 7th to 8th 
 
 FROM 8th to 9th 
 
 FROM 9th to 10th 
 
 FROM 1 Oth to 11th 
 
 FROM 11th to 12th 
 
 FROM 1 2th to 1 3th 
 
 West Side 
 
 2000. 
 
 2500. 
 
 2500. 
 
 2000. 
 
 1750. 
 
 1450. 
 
 East Side 
 
 1500. 
 
 1800. 
 
 1800. 
 
 1500. 
 
 14C0. 
 
 1250. 
 
 State Street Land Values. Front Foot. Corner Lots run from 40% to 60%, 
 Higher According to Conditions and Depth op Lot 
 
 ERIE LAND VALUES 
 
 Residences 
 
 West side, north of R. R., 
 East side, north of R. R., 
 West side, south of R. R., 
 East side, south of R. R., 
 
 $40 to $300 per front foot. 
 15 " 100 " " 
 
 9 " 75 " " 
 8 " 60 " " 
 
 Manufacturing Sites 
 
 Inside City Limits worth 
 Outside City Limits worth 
 
 $5,000 per acre. 
 250 to $2,500 per acre. 
 
 Business and Mercantile 
 
 According to streets and locations, range in value up to $3,000 
 per front foot. 
 
 "Tt\e man. m)Y\o insists Upon seeing ^hfl perfect 
 Clearness before i\e decides, never decides" 
 
 — Amid's Journal 
 
rpo live in the 
 
 * presence of 
 great truths and 
 eternal laws, that 
 is what keeps a 
 man patient when 
 the world ignores 
 him, and calm and 
 unspoiled when 
 the world praises 
 him □ □ □ 
 
 BALZAC 
 
LOCATION AND POPULATION 
 
 RIE, Pennsylvania, is situated on the south shore of Lake 
 Erie, halfway between New York and Chicago. 
 
 Presque Isle Bay, the finest natural harbor on the 
 Great Lakes, is the waterway entrance to Erie. 
 
 Elevation of Erie above sea level is 573 feet; above 
 the level of Lake Erie, 35 feet. 
 
 Pennsylvania has but one port on the Great Lakes — Erie; Longitude, 80° 5' 
 west; latitude, 42° 7' north. 
 
 In population Erie had 66,525, official within city limits in 1910. Latest 
 estimate based on school census (1913) 75,660 in city and 81,000 in city and 
 suburban section. 
 
 Sloping upwards from the lake and high above the lake level, Erie is never 
 troubled by floods or severe storms. 
 
 As a borough, Erie was incorporated in 1805; as a city in 1851. 
 Erie was first settled by the French on military order in 1753. The first 
 permanent residence was established in 1795 by colonial English. 
 
 Kahkwa Club House, Erie 
 
222 
 
 GREATER ERIE 
 
 Forty-six nationalities are represented in the population of Erie. 
 Erie is the sixth city in Pennsylvania in size and ranks eighty-fourth in the 
 United States. 
 
 Erie is in the "triangle" of Pennsylvania forming Erie County. The township 
 of Millcreek surrounds the city. 
 
 In area, Erie covers 7.75 square miles, 5,028 acres. The length, east and west 
 is 3^2 miles; north and south, 2}^ miles. 
 
 Erie is on the main lines of transcontinental railway systems, and automobile 
 touring routes running along the Great Lakes. 
 
 Approximately 50,000,000 people, more than one-half the population of the 
 United States, can be reached in a radius of 500 miles from Erie. 
 
 The peculiar situation of Erie, with the great commonwealths of New York 
 State, and Ohio only 30 miles distant, east and west, keep the people in close 
 touch with interstate affairs. 
 
 Street railways, operating 
 direct lines, connect Erie with 
 Buffalo and Cleveland hourly. 
 Other trolley lines are oper- 
 ated to Chautauqua Lake, 
 Conneaut Lake and Cam- 
 bridge Springs health and 
 pleasure resorts. 
 
 Erie has never fallen off in 
 population. Its growth*from 
 1900 to 1910 was from 52,733 
 to 66,525, officially, a gain of 
 26 per cent. During the pre- 
 ceding ten years, the popula- 
 tion gained 12,099, or 29 per 
 cent. 
 
 Peninsula Pond, Erie 
 
 An electric street car system has been operated to all parts of the city since 
 1890. The highest fare is five cents. The longest ride, with transfers, about 
 nine miles, for five cents. 
 
 PHYSICAL CHARACTERISTICS 
 
 Erie is the gateway of Pennsylvania to the Great Lakes. 
 
 Largest engine and boiler and horseshoe plants in the world are located in 
 Erie. The 464 industries employ 15,102 wage earners. 
 
 Main business streets in Erie are 100 feet in width. 
 
 "Erie for business and pleasure" is true twelve months of the year. 
 
 Ninety-two passenger trains run in and out of Erie daily. 
 
 The U. S. Training Ship Wolverine, built in Erie in 1844, the oldest iron war- 
 ship in existence, has harbor in Erie bay. 
 
FACTS 
 
 22:5 
 
 Erie has five daily newspapers, one morning and four evening. 
 
 Erie is considered by many people the finest summer convention city in the 
 State of Pennsylvania. 
 
 Sixty per cent, of Erie people own their homes. 
 
 Civic betterment and municipal progress of Erie are looked after closely by 
 wide-awake citizens. 
 
 Presque Isle harbor, Erie bay, is 4^ miles long and V/i mile wide. 
 
 Thirty cent natural gas and abundance of electricity give Erie people plenty 
 of cheap home fuel, light and power. 
 
 Pennsylvania has established the State Soldiers and Sailors Home, with 400 
 inmates, in a beautiful park near the harbor entrance at Erie. 
 
 At a rate of a million dollars or more invested annually, the General Electric 
 Company is giving Erie its most gigantic industry, estimated to cost $50,000,000 
 when completed. 
 
 Variety of industries saves Erie from industrial depression. 
 
 Two splendid modern half-million-dollar hotels lead 34 smaller guest houses 
 in the entertainment of strangers. 
 
 Conventions assembling from 200 to 2,500 delegates are given hearty wel- 
 come to Erie and are housed conveniently. 
 
 Historically, Erie is without a peer along the northern boundary. 
 
 As the home port of Perry's historical flagship, the "Niagara," Erie draws 
 thousands of visitors to see the vessel that was built in 1813. 
 
 In the French-Indian blockhouse, still preserved in Soldiers' Home Park, 
 General "Mad Anthony" Wayne, who conquered the Northwest, died from sick- 
 ness in 1796. 
 
 If there is anything worth having, Erie people are eager to get it. 
 
 Information bureaus, to supply the world with detailed information are main- 
 tained by the Erie Chamber of Commerce and Erie Board of Trade. 
 
 MUNICIPAL PROGRESS 
 
 Government by commission was established in Erie, Dec. 1, 1913. 
 
 The mayor, four commissioners and other city officials are housed in the four- 
 story $150,000 city hall. 
 
 A police force of more than 100 men protect the City of Erie day and night. 
 Each of the six city wards has a constable and alderman. 
 
 Trained, fully paid firemen, numbering 124, are on duty constantly and have 
 placed Erie among the foremost American cities in protection. 
 
 Waterworks, owned by the City of Erie, valued at $3,520,403, are governed 
 by a county commission of three non-political judicial appointees. 
 
 The municipal hospital of Erie, operated under the city health department, 
 for contagious diseases, treated 130 patients free during 1912. 
 
 Municipal building records show 729 new buildings erected during 1912, at a 
 value of $2,250,246. This was a substantial increase. 
 
224 
 
 GREATER ERIE 
 
 The City Engineering Department of Erie has worked out a complete set of 
 plans for eliminating all dangerous grade crossings of railroads. 
 
 Paved streets, totaling 60 miles in length, form nearly one-half of the public 
 highways of Erie. The streets in use are 129 miles. 
 
 Two main intercepting sewer systems, approved by the Pennsylvania State 
 Health Department, under construction, will concentrate the city sewage from 110 
 miles of lateral mains in Erie. 
 
 Half a million dollars have been spent during 1913 in enlarging and improv- 
 ing the municipal waterworks in Erie. The work in progress will cost $668,000. 
 
 Filtration of lake water, obtained through an intake pipe three miles into 
 Lake Erie at a depth of 35 feet, and passage through settling basins on Presque 
 Isle peninsula, give Erie people an abundant supply of water for all purposes. 
 
 Erie has in successful and economical operation a municipal garbage collec- 
 tion and destruction 
 system and a munici- 
 pal pavement repair 
 plant, saving money 
 for the taxpayers. 
 
 Fire department 
 property in Erie is es- 
 timated at a value of 
 $256,346.49. With the 
 equipment, on 257 
 alarms during 1912, 
 property valued at 
 $1,913,965 was saved. 
 The Erie municipal 
 waterworks has a 
 pumping capacity of 
 24,000,000 gallons daily, and improvements nearing completion will increase this 
 to 44,000,000 gallons daily. 
 
 Erie Councils appropriated $10,000 to conduct experiments in sewage dis- 
 posal so as to make the half-million-dollar plant, contemplated, one of the best in 
 the world. 
 
 In the Erie City electrical department, 275,439 feet of street conduit have 
 been built to get unsightly wires placed underground. 
 
 ERIE COUNTY WEALTH 
 
 Erie County surrounds the City of Erie on all except the water front. 
 The population of Erie County, 115,517 in 1910, is estimated (1913) at 130,000. 
 Property valuation in Erie County for the year 1913, was $55,187,534. 
 Milk from 600 city inspected dairies, mostly in Erie County, supplies the city 
 at five to seven cents a quart. The dairies have 6,500 cows. 
 
 Erie County Vineyard Scene 
 
FACTS 
 
 225 
 
 The fertile Chautauqua-Erie grape and fruit belt, having $2,000,000 in 
 products annually, is east of the City of Erie. 
 
 The largest steam radiator works in the world is located at Corry in Erie 
 County, and employes several hundred machinists. 
 
 "Fruit-eating for health" parties assemble in the hotels and boarding houses 
 of North East, in Erie County, every summer and autumn. 
 
 St. Mary's College, Roman Catholic, is in North East, Erie County, on the 
 lake shore. St. John Kanty Polish College, is in Millcreek Township just outside 
 the City of Erie. 
 
 Albion, in the western part of Erie County, is the switching center of the 
 Bessemer iron ore and coal railroad lines between Lake Erie and the Pittsburgh 
 district. 
 
 From 6,000 to 8,000 wood-seat chairs are manufactured daily in three plants, 
 the largest in the world, at Union City, Erie County. Some 1,100 men and boys 
 are employed in these shops. 
 
 On the shores of Lake LeBoeuf , Waterford, in Erie County, George Washingr 
 ton came from Virginia in 1753, on his historic mission to warn the French from 
 establishing forts at the headwaters of the Allegheny River claimed by the English. 
 
 Fertile farm lands of the Venango River and French Creek section of Erie 
 County raise thousands of tons of cabbages, garden truck, hay and apples that are 
 shipped to city markets. 
 
 Good producing farm lands can be purchased in Erie County at $30 to $100 
 an acre. Scientific farmers have amassed comfortable fortunes through their 
 labors. 
 
 Three commissioners govern the business affairs of Erie County. The 
 minority political party is guaranteed one member of the board. The courts have 
 two judges sitting regularly at the County Court House. 
 
 Horace Greeley, Dan Rice and Denman Thompson, names familiar to 
 American people, figure prominently in the history of Erie County. The old 
 homestead of Denman Thompson and the place where Dan Rice, as a circus 
 clown, made winter quarters for his show, are shown to visitors in the vicinity of 
 Girard. 
 
 VALUATIONS AND TAXATIONS 
 
 Property valuation in Erie city, 1913, is $48,513,410. 
 
 Under revised valuations, the city tax rate has been lowered to eight-and-one- 
 half mills on the dollar. 
 
 Hospitals, churches, schools and charitable property holdings to the amount 
 of $4,406,754 are exempt from taxation in Erie. 
 
 The City of Erie is practically free from indebtedness. Reports by the City 
 Controller show $372,475.85 net debt December 1st, 1913, with resources many 
 times this amount. 
 
226 
 
 GREATER ERIE 
 
 In the center of the State Street business district, Erie, sales at $2,500 a 
 foot frontage have been made for choice locations. 
 
 For municipal purposes, the City Treasurer during 1913 has collected $413, 
 575.41 on citizens' tax assessments, and $80,000 from liquor licenses and other 
 sources of revenues. 
 
 The assessed city valuations of Brie for 1912 totaled $26,218,054. Through 
 the energetic efforts of the civic bodies, the valuations were nearly doubled and 
 the tax rate reduced accordingly. 
 
 Averaged valuation of workingmen's homes in Erie has been estimated at 
 $2,000. His municipal protection costs only $17 a year, and the education of his 
 children $15 annually on this basis. 
 
 Much valuable property in Erie is under water along the harbor front, called 
 the "water lots," from the adjacent private or city land to the government harbor 
 line. These water lots embrace 180 acres in extent. 
 Erie's wealthiest 
 
 section is the west 
 side, Third Ward, 
 with property valued 
 at $15,153,873. 
 Other ward valua- 
 tions are : Second, 
 $9,722,188; Fourth, 
 $9,131,509; Fifth, 
 $5,276,491; First, 
 $4,864,702; and 
 Sixth, $4,364,647. 
 
 Public school 
 property in the City 
 of Erie is worth 
 $1,691,600. 
 
 -.,. IT"" 
 
 Elks' Club 
 
 School taxes, levied 
 by the directors of 
 education, are based 
 on the city valua- 
 tions of Erie at the 
 rate of seven and 
 one-half mills. 
 
 Valuations in the 
 suburban sections of 
 Erie are on the low 
 basis made by the 
 City Assessors for 
 the County Com- 
 missioners. The 
 County tax rate of 
 three mills includes 
 the State taxes. 
 
 The average house building lot in Erie is 41J^ x 165 feet. The rectangular 
 city blocks, 330 feet between streets one way and 660 feet the other way, allow 
 for lot measurements with 20-foot alleyway. 
 
 Fisheries, boat building plants, elevators, warehouses and docks occupy two 
 miles of the Erie harbor. In the Erie fisheries, a million dollars are invested, with 
 110 boats and 600 men engaged. The annual catches include 10,000,000 pounds 
 of lake herring, 8,000,000 pounds of pike and perch, and 600,000 pounds of 
 white fish. Fourteen kinds of food fishes are marketed. 
 
 EDUCATION, ART AND MUSIC 
 
 Three colleges of liberal arts are located within a short distance of Erie city. 
 Nineteen public and nine parochial schools in Erie have 14 242 pupils en- 
 rolled (1913.) 
 
FACTS 
 
 227 
 
 More than 400 college and university graduates and former students are found 
 among the most progressive citizens of Erie. 
 
 Through the establishment of a Conservatory of Music, having a faculty of 
 fourteen experienced musicians, Erie gives additional opportunity to music pu- 
 pils. 
 
 With its beautiful harbor and lake front, Erie and suburban district form a 
 wonderland for artists and photographers. 
 
 Two business colleges, located near the center of commercial activity in Erie, 
 educate young men and women for the vacancies in offices of the numerous indus- 
 tries and mercantile establishments. 
 
 Teachers for the Erie public schools are trained in a special normal depart- 
 ment. The Northwestern Pennsylvania State Normal School is at Edinboro, 
 only half an hour trolley ride from the city. 
 
 Eree art exhibits 
 
 are held two or three 
 times a year in the 
 Erie public library. 
 They are liberally 
 subscribed through 
 the Art Club of Erie. 
 
 During the school 
 year of 1912, Erie 
 spent $449,274.06 on 
 public education for 
 children under 16 
 years. The 1913 esti- 
 mate is $611,700.00. 
 
 Shrine Club 
 
 Leaders in musical 
 circles in Erie have 
 organized a sym- 
 phony orchestra and 
 glee club that will 
 fill a number of 
 travel engagements. 
 
 Advanced courses 
 in engineering and 
 shop work are offered 
 by the Pennsylvania 
 State College in the 
 Erie Y. M. C. A. 
 and large factories. 
 
 Eree technical courses and manual training on a high school plan are con- 
 ducted in the Erie Academy school. 
 
 Forty teachers and assistant instructors are employed in the Erie High 
 School. The enrollment is more than 1,000 pupils. The High School has grad- 
 uated 2,385 students, from four year courses. 
 
 Public schools of Erie are being named after the heroes of the city history. 
 Thus far, Gen. Wayne, Commodore Perry and Capt. Gridley have been honored. 
 
 Through the co-operation of citizens, and purchase of land by the Board of 
 Education, the Erie High School boys and girls have been provided with an ath- 
 letic field that cost $20,000. 
 
 Four kindergartens and twelve special schools are conducted in Erie under 
 the directors of the city Board of Education, in addition to the grade, high and 
 night schools. 
 
22S 
 
 GREATER ERIE 
 
 PARKS AND AMUSEMENTS 
 
 Public parks within the city limits of Erie embrace 133 acres. 
 Four theatres for dramatic productions and fifteen playhouses for moving 
 pictures and vaudeville shows in Erie seat 7,200 persons. 
 
 German singing societies in Erie maintain their own music halls and stages. 
 Polish and Italian societies have halls, also. 
 
 Two summer parks on the shore of Lake Erie, east and west of the City of 
 Erie, have theatres with seasons from May 20 to Sept. 10. 
 
 Access to half a dozen centers of enjoyment is afforded summer visitors to 
 Erie who wish side trips to Waldameer Park, Four Mile Creek Park, Elk Park, 
 Orchard Beach, Orchard Grove, and Edinboro Assembly Park. 
 
 Dancing is a great favorite social program for Erie people. The organiza- 
 tions and clubs have 61 halls in which card parties and dances are held. 
 
 Playgrounds for the children 
 have been established wherever 
 Erie people have shown a desire 
 to have the little ones trained 
 during summer vacation. Dur- 
 ing 1913, three public play- 
 grounds were maintained. 
 
 Presque Isle harbor affords a 
 fine stretch of water for hydro- 
 plane, aeroplane and motor boat 
 exhibitions. Yacht races are 
 held weekly in summer by the 
 Erie Yacht Club. 
 
 The last city- wide celebration 
 in Erie was July 6 to 13, 1913, 
 when the centennial of the building of the fleet that won the "Battle of Lake 
 Erie," Sept. 10, 1913, under Commodore Oliver Hazard Perry, was carried out, 
 with a seven days' program. 
 
 Literary club discussions are held in the Erie Public Library. The library 
 building costing $153,000 to erect and $32,000 annually to maintain, contains 
 52,000 volumes, with a large reference library. 
 
 Student social gatherings are held regularly in the Erie High School and the 
 two academies for young ladies, Villa Maria and St. Benedict's where 600 pupils, 
 many of them from outside the city, can entertain their relatives and friends. 
 
 Crowds of several thousand people gather on the ice surface of Erie bay in 
 the winter season when the skating and ice-boating season is at the highest point. 
 The comparatively still water of the harbor freezes over quickly. 
 
 No sport or amusement has been missed from the calendar in Erie. Boxing 
 and bowling attract many clubs in winter; while in summer, baseball, tennis and 
 horse racing are favorite pastimes. 
 
 Picnic Grounds — Waldameer, Erie 
 
FACTS 
 
 229 
 
 When the $150,000 public steamboat landing was built by the State of Penn- 
 sylvania in 1909, the finest recreation pier on the Great Lakes was added as a 
 superstructure. This recreation pier affords space where 5,000 people have, 
 opportunity to enjoy water front sports. 
 
 FRATERNAL AND RELIGIOUS 
 
 Fraternal bodies are strong in Erie, with 184 organizations of 61 lodges and 
 societies. 
 
 Roman Catholic societies, numbering 39, have enrolled several thousand 
 Erie residents. Catholic Mutual Benefit Association and Foresters are the strong- 
 est. 
 
 In a ten-days' campaign, generous Erie people contributed more than $200,000 
 for the new Young Men's Christian Association building erected in 1912. 
 
 Of the 73 churches in Erie, Catholics have 14, Lutherans 10, Presbyterians 7 , 
 Methodists 7, Baptists 6, Evangelical 4, Episcopal 3, Jewish and United Presby- 
 terians two each, and 18 other denominations and societies, one each. 
 
 Two Erie hos- 
 pitals, Hamot and 
 St. Vincent's, are 
 supported largely by 
 church and lodge 
 members. 
 
 A $325,000 temple 
 and business block 
 has been erected by 
 the Erie Masonic 
 lodges. 
 
 Erie Club 
 
 Erie is the resi- 
 dence of two bishops, 
 giving the name of 
 the "Diocese of Erie" 
 to Roman Catholic 
 and Protestant 
 Episcopal bishoprics. 
 
 The largest 
 Knights of Pythias 
 lodge in the world is 
 
 Erie Lodge No. 327. 
 
 Independent Order of B'Nai B'Rith has established an orphanage for three 
 states just west of Erie on the lake shore. 
 
 More than 3,000 Odd Fellows in Erie city and county give the three linkers 
 record front rank in the State of Pennsylvania. 
 
 The Central Labor Union of Erie has 40 affiliated organizations, and claims 
 a total union enrollment of 6,600 members. 
 
 Sixteen German societies have kept special German classes in all grades of the 
 public schools for many years by their influence in Erie. 
 
 General offices of the Supreme Recorder's department of the Ladies' Catholic 
 Mutual Benefit Association are maintained in Erie, with 13 branches. 
 
 The Supreme Tent and Forts Nos. 1 and 2 of the Home Watchmen of the 
 World, are located in Erie. The order has 40,000 members. 
 
 A daily newspaper in German is published for the German residents and 
 societies. The union labor men also have a daily and weekly journal printed in 
 Erie and representing Western Pennsylvania. 
 
230 
 
 GREATER ERIE 
 
 Masons, Odd Fellows, Elks, Eagles, Maccabees, Shriners and Moose have 
 built or purchased lodge homes in Erie. Moose and Pythians will soon erect 
 splendid fraternal domiciles. 
 
 Maccabees, with seven Modern and four Knights' lodges, and the Protected 
 Home Circle, with seven circles and one inner circle, are prominent in the bene- 
 ficial societies of Erie. 
 
 COMMERCIAL AND FINANCIAL 
 
 Mercantile establishments, numbering 1,191 do business in Erie. 
 
 No city can boast of more progressive, stronger, or more conservative banks. 
 
 Commercial travelers from Erie meet customers in seven states. 
 
 Through conservative management bank failures are unknown in Erie. 
 
 More than 1,000 vessels assist in handling the commerce of Erie estimated at 
 over $100,000,000 annually. 
 
 Three national banks in Erie with combined resources of $11,974,081.86 form 
 a bulwark of financial strength. The first opened in 1852. 
 
 Starting business in 1866, the Erie Savings Bank became a Trust Company, 
 and has deposits from more than three thousand people, amounting to $4,072,379. 
 
 Two trust companies and one people's savings bank, with the three national 
 banks, are members of the Erie Clearing House Association that handles the local 
 bank exchanges. 
 
 Erie bankers' ideal of financial conditions, to show clearings of more than a 
 million dollars a week, has been reached quite often during 1913. The annual in- 
 crease has been creditable to the community. 
 
 Deposits in the six banks of Erie at the last reports, December, 1913, amounted 
 to $15,892,081.00. 
 
 Capital of the Erie banks amounts to $1,450,000; and the surplus and profits 
 are recorded at $2,226,047. 
 
 Exceptional progress was shown in 1912 by the Marine National Bank of 
 Erie in the erection of a six-story modern bank and office building near the center 
 of the business district. 
 
 State Secretary's offices of the Pennsylvania Retail Merchants' Association 
 are located in Erie. 
 
 Thursday has become one of the best trading days of the week in Erie stores. 
 It is Suburban Day, advertised liberally by the Retail Merchants' Board. 
 
 Four per cent, interest is guaranteed on time savings in the Erie banks. 
 The incentive to savings has steadily increased the time deposits. 
 
 Insurance representatives from Erie have a general field in 12 to 16 adjoining 
 counties. Several large companies maintain their district offices in the city. 
 
 Among the 135 wholesale and supply houses of Erie, provision and fruit 
 dealers lead with 18, coal and fuel companies number 15, liquor dealers 14, 
 builders' supply agents 14, and wholesale bakeries 11. 
 
 Grocery stores in Erie number 207, confectioners and small shops 143, retail 
 liquor saloons and restaurants 141, meat and provision stores 138, barber shops 
 105, and shoe and clothing stores 81. 
 
FACTS 
 
 231 
 
 Six department stores and 12 large furniture stores in Erie have regular 
 stocks valued at more than $3,000,000, competing with cities of half a million 
 population for customers from a radius of 100 miles. 
 
 MANUFACTURING AND HOMES 
 
 In the 464 manufacturing establishments of Erie, approximately $36,694,500 
 has been invested. 
 
 Erie is the meeting place of iron ores from the upper lake regions and coal 
 from the Pennsylvania fields. 
 
 The location of Erie gives it first call on the labor supply from every direc- 
 tion. Five larger cities and labor fields are within half a day's journey. 
 
 Skilled mechanics in Erie have no difficulty in earning as much, sometimes 
 more than in larger cities. Workingmen with families like to live along the lake 
 shore. 
 
 Fifty acres are covered by the pig iron industry of Erie in a single plant on 
 the lakeside. 
 
 Additions are being made continually to the variety of industries in Erie 
 and vicinity. Hearty welcome is given substantial, even though small, industries. 
 
 Advantageous manufacturing sites are available in Erie and along the lake 
 shore where rail and lake shipping meet. Sites of any size from 50 feet to hundreds 
 of acres can be secured. 
 
 Five railroad lines — Pennsylvania, New York Central, Nickel Plate, Bes- 
 semer and Erie & Pittsburgh, with the new double-tracked main line of the 
 Erie Railroad, in close connection through Erie County, count new industries 
 brought to Erie among their best business makers. 
 
 Many Erie workingmen live within walking distance of their places of em- 
 ployment. Those at the greatest distance do not have to ride more than two to 
 three miles in trolley cars. 
 
 Great comfort of family life in Erie comes from the city being almost wholly 
 built of single family garden homes costing from $1,800 to $4,000. 
 
 Two public markets give an abundance of food supplies from the farms and 
 provision markets for industrial workers. 
 
 Fully 2,000,000 feet of floor space are found in the boiler plants of Erie where 
 2,500 men are employed. The foundries have 2,900 men and use 3,500,000 feet 
 of floor and working space. 
 
 As an engine and boiler making center, the fame of Erie has gone around the 
 world. Malleable and gray iron, open hearth and hammered steel castings 
 from Erie have reached an extensive market. 
 
 World's largest industries located in Erie are making horseshoes, hardware, 
 sterilizing machinery, pipe organs, bond and ledger papers, tools of several kinds, 
 baby carriages, gas mantles and wringers. 
 
 Four building and loan associations aid worthy workingmen in Erie to pay 
 for homes. Real estate men make a special point to sell at monthly purchase 
 prices not much higher than rentals would be. 
 
RESENT methods of providing houses are but partly 
 satisfactory, chiefly on account of speculative profits and 
 lack of collective action. Money must be available at 
 a fixed rate, the resident retaining all surplus and 
 speculative profits. Wholesale operations will permit 
 great economies, and the adoption of advanced methods in community plan- 
 ning will ensure the provision of many social needs, such as playgrounds, 
 allotment gardens, etc. 
 
 Four alternative schemes aiming to meet most of these conditions are sub- 
 mitted.* 
 
 Of these the first, termed for convenience the Mutual Homebuilding Associa- 
 tion, is an application from current co-operative banking methods for individual 
 operations to a collective scheme. It presents few novel features. 
 
 The second, the Limited Dividend type, called the Improved Housing Com- 
 pany, has been in operation in this country for a number of years, usually with 
 the rate fixed at five per cent. Upwards of nine companies have erected 1,500 or 
 more houses and as many tenements, and several additional companies have re- 
 cently been organized. While less broad in its application than the other methods, 
 its proven success warrants its recommendation. 
 
 The third type — the Co-Partnership method — is a more radical advance over 
 current methods, as the property remains in collective ownership permanently, 
 each resident renting from the company of which he is a member. 
 
 A detailed description for this type of organization is submitted. This is an 
 adaptation to American needs of the current method in Europe, particularly in 
 England, where upwards of fifteen companies have been organized in the past 
 ten years which have erected 3,000 houses. While this plan has not yet been 
 operated in this country, it is believed that there are possibilities of a wide appli- 
 cation. 
 
 The fourth type — the Homestead Company — is intermediate between the 
 first and the third. A detailed description is submitted. Further investigation 
 may prove this method of great value, or may point the possibility of incorpo- 
 
 * These four types have been worked out by the Massachusetts Homestead Commission. 
 
234 
 
 GREATER ERIE 
 
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HOUSING COMPANIES 
 
 235 
 
 View from Gospel Hill, six miles prom perry square, looking toward the city, and showing the 
 character of the land east of erie which is ideal for an industrial zone with oppor- 
 tunities for residential sub-divisions segregated to the south 
 
 rating its chief advantages with those of the scheme utilizing the co-operative 
 banks. 
 
 There are at the present time nine or more of the Limited Dividend type of 
 company in operation in the United States, with some fifteen hundred houses and 
 as many tenements occupied. 
 
 There are in England fourteen or more Co-Partnership Housing Companies, 
 with three thousand houses erected. In Germany several hundred, and smaller 
 developments in other countries. 
 
 There are also in England sixteen or more Garden Suburbs and Letchworth 
 Garden City, with an area of some ten thousand or more acres under development. 
 In Germany a similar number, with a smaller acreage; and others in other coun- 
 tries. 
 
 Summarized descriptions of the four methods outlined above follow. 
 
 /. MUTUAL HOME-BUILDING ASSOCIATION 
 
 A Plan to Enable Workingmen to Own Their Homes on Favorable Terms. 
 
 An association to be formed for the purpose of acquiring sufficient land to 
 form a community of home owners. This association, after laying out the plan 
 of the land and determining the conditions by which a home owner may acquire 
 and maintain his home, can convey lots of land, either at cost, or at a small profit. 
 The purchasers of the lots may erect houses of a type approved by the Association, 
 and shall be bound by the conditions as to building and maintenance provided in 
 the deed. A first mortgage can be arranged for the home builder, which could 
 be invested in by our banking institutions. If the mortgage is placed with a 
 savings bank or trust company, the Association could take a second mortgage for 
 the balance of the amount necessary to purchase and erect the home; this second 
 mortgage could be made payable in easy installments and conditioned upon the 
 mortgagor meeting all the conditions. 
 
 If the first mortgage is taken by a co-operative bank, which can loan a larger 
 proportion of the value of the premises than can be loaned by savings banks, 
 then the second mortgage can be taken, but without the requirement of partial 
 
2:;i; 
 
 GREATER ERIE 
 
 payments, as under the co-operative bank plan the mortgagor is required to pay 
 monthly dues which ultimately reach an amount sufficient to pay the first mort- 
 gage. 
 
 The second mortgage, however, should be conditioned upon the legal pay- 
 ments to the co-operative bank. 
 
 The benefit of the plan to the Association would be — 
 
 1st — The public spirit in assisting workingmen to own their homes at reason- 
 able cost and on easy terms. 
 
 2nd — Such gain in land values as would come from a well founded and man- 
 aged community of home owners. 
 
 3rd — The permanence of the domicile of those employed in our industrial 
 
 enterprises. 
 
 //. IMPROVED HOUSING COMPANY 
 
 This company is a stock company similar to any real estate development 
 company but limited in its dividends to five per cent. It will either sell on install- 
 ments, offering the same advantages as the (IV.) Homestead Company, or will 
 rent houses as does the (III.) Co-Partnership Homes Company. 
 
 Speculative profit is eliminated, the surplus going into improving the prop- 
 erty or reducing payments. But the residents have no voice in the affairs of the 
 company. 
 
 ///. CO-PARTNERSHIP HOMES COMPANY 
 
 The object of this company is to promote the co-operative ownership of 
 homes, by a method favorable alike to resident and investor. Suitable land acces- 
 sible to the city will be acquired and substantial, sanitary, convenient homes will 
 be built. The district will be planned along advanced garden suburb lines, re- 
 stricting the number of houses per acre and providing allotments for gardening, 
 community playgrounds, and other social activities. Economies will be effected 
 through wholesale operations and the elimination of speculative profit. 
 
 A prospective resident must be approved and must take up two shares of 
 common stock. He will pay a reasonable rental and share all surplus profits. 
 Dividends on rent and common stock will be credited in common stock until the 
 value of twenty shares is reached, outside capital being gradually retired. The 
 cost of repairs will be deducted from the twelfth month's rent and the remainder 
 remitted, thus further encouraging care in the use of property. The resident can 
 invest his savings in the company at five per cent. Ownership being common, 
 not individual, he is secured from loss if he has to move away. 
 
 Capital is provided at a low rate, due to wholesale operations, the security of 
 collective ownership, and the low rate of depreciation resulting from the great 
 incentive to care for the property. Common stock may be drawn upon for arrears 
 or repairs due to neglect. 
 
 The Directors will ultimately be elected by common stock holders, but pre- 
 ferred stock will be represented until common stock is about one-half paid up. 
 
H/0 USING COMPANIES 
 
 2:37 
 
 Shares shall be 500 common and 1,500 preferred, of $100 each. Common stock 
 shall be paid not less than ten per cent, upon allotment and installments of $1 per 
 month per share. Dividends shall not exceed five per cent. Preferred stock shall 
 be paid in full; dividends not to exceed five per cent, cumulative. It may be re- 
 tired at par on a year's notice. First mortgages at five per cent, will be placed 
 on completed houses up to sixty per cent, of their value. A reserve fund shall be 
 established after preferred dividends are paid, at the rate of one per cent, per 
 annum until it equals the value of the stock. 
 
 With two thousand shares subscribed two hundred and fifty houses can be 
 built. The committee will secure options and call a meeting when one-fifth is 
 subscribed. 
 
 IV. HOMESTEAD COMPANY 
 
 This company differs from the preceding in that it proposes to sell individual 
 homes on installments. It preserves, however, the principles . of wholesale oper- 
 ations, elimination of speculative profit, opportunities for gardening, etc. 
 
 A prospective resident may buy house and lot, the normal method, or the lot 
 only and build a house subject to approval by the company. Payment may be 
 in cash or installments, with an initial payment of ten per cent., if possible, or in 
 special cases less — as low as a single extra monthly payment if security is given. 
 Monthly payments shall be made of one per cent, and applied to paying interest 
 and taxes, and reducing the principal. After forty per cent, is paid, normally in 
 four and one-half years, a sixty per cent, first mortgage may be renewed or retired 
 gradually. 
 
 If a resident has to move away he must surrender his property to the com- 
 pany, which agrees to buy it at ninety-five per cent, of its value. Repayment 
 may be in cash or installments not less than one per cent, per month, plus interest 
 at five per cent. Any surplus will be used for local improvements or reducing 
 payments. Preferred stock is virtually a second refunding mortgage, which is 
 steadily retired by installments and entirely reinvested every four and one-half 
 years. 
 
 Semi-Detached Houses, Cambridge, Mass. 
 a good type for erie 
 
T\ON'T be con- 
 £J tent with 
 doing only your 
 duty. Do more 
 than your duty. 
 It's the horse who 
 finishes a neck 
 ahead who wins 
 the race □ □ 
 
 ANDREW CARNEGIE 
 
Extracts from a Report on 
 
 Representative European Ports 
 
 Prepared in 1909, by Frederick L. Ford, 
 <x? City Engineer, Hartford, Conn., for the Con- % 
 -J 1 ^ necticut River and Harbors Commission ^^ 
 
 HEN one crosses the Atlantic and arrives at the ' 'Princess 
 Landing Stage" at Liverpool, he at once realizes that 
 he has reached one of the world's greatest ports. Up 
 and down the River Mersey as far as the eye can reach 
 is one unbroken system of quays, docks and basins care- 
 fully planned, well constructed, and equipped with the latest and best mechanical 
 appliances. From the opposite side of the ship can be seen another portion of 
 this great dock system on the Birkenhead side of the River Mersey. And from 
 the ship there also looms up what is locally known as the "White Palace," the 
 office building and headquarters of the "Mersey Docks and Harbor Board," the 
 Parliamentary Trust which so ably manages this great Port and Trust. 
 
 The total cost of the great Liverpool Dock System has been over $150,000,000, 
 and the yearly maintenance cost is between eight and nine million dollars. The 
 board has power to issue bonds from time to time, the amount authorized to date 
 being $154,770,282. Bonds have been issued at rates of from 4%, to as low as 
 23^2 P er cent., and money borrowed to the extent of $122,483,552, leaving a balance 
 of borrowing power on July 1, 1909, of $32,286,730. 
 
 The Board's revenue which amounts to about $10,000,000 annually, is de- 
 rived chiefly from rates received on vessels, dues on goods, and warehouse charges. 
 As there are no dividends to be paid, the income is used wholly for the mainte- 
 nance of the high standard of the system and for future extensions; and when 
 this becomes more than sufficient for such purposes, the rates are lowered accord- 
 ingly. 
 
 The docks on the Liverpool side are constructed both parallel with and at 
 right angles to the Mersey. They extend back from the shore line for distances 
 varying from 800 feet to over 2,000 feet, ending near a marginal elevated railway, 
 from the trains of which can be obtained a splendid general view of the ceaseless 
 activity of this mammoth undertaking. Underneath the elevated railway there 
 is a dock railway on the quay level. 
 
 In the entire system there are sixty-three wet docks, nineteen dry docks, 
 and four basins. All of the docks are enclosed by heavily constructed locks and 
 gates to maintain a constant depth of water, while the basins are unprotected by 
 
240 GREATERERIE 
 
 gates, and the water in them rises and falls with the tides. Of the docks, twelve 
 on the Liverpool, and two on the Birkenhead side of the Mersey have water areas 
 equal to or greater than ten acres, the largest being the Canada Dock with a 
 water area of twenty-four acres. Thirteen of the docks have a lineal quayage of 
 over 3,000 feet, the largest again being the Canada Dock with over 4,000 feet. 
 There are also eighteen dry docks at Liverpool and three at Birkenhead, with a 
 total floor length of 12,575 feet. 
 
 The Liverpool docks and quays are equipped with every conceivable me- 
 chanical appliance for handling business expeditiously and economically. On the 
 Liverpool side of the Mersey there are two hundred and sixteen hydraulic cranes 
 and jiggers lifting from one to one hundred tons each; sixteen steam cranes, twelve 
 of which are movable roof cranes with a maximum capacity of fifteen tons; and 
 twenty-five hand cranes lifting from one to twenty-five tons each. 
 
 ANTWERP 
 
 Belgium, in proportion to its size, possesses one of the most intensely devel- 
 oped systems of waterways of any European country, the total length of main 
 line canals being 1,015 miles of which 900 miles are owned by the State and 115 
 miles by the Provinces, Communes, or Concessions. 
 
 Belgium also possesses a highly developed system of railways, and it is a 
 great industrial country. 
 
 It is said that Belgium is Antwerp, and Antwerp is Belgium. To those who 
 have visited Antwerp and seen the splendid railway approaches and terminals, 
 completed within recent years, and the unexcelled system of quays and docks, all 
 developed within the last half century, the above statement seems none too strong. 
 Within the above period, Antwerp as a port has risen to the commanding position 
 of second place among the North Sea Continental Ports, and in some respects to 
 leadership among the world's greatest ports. 
 
 The Port of Antwerp is located on the River Scheldt, at the head of deep 
 sea navigation, about 53 miles from the North Sea, and by means of the highly 
 developed systems of railways and waterways has direct communication with the 
 three adjacent countries, France, Holland and Germany. 
 
 The Port of Antwerp is administered, and most successfully, too, by the 
 Municipality, through a Harbor Commission consisting of five members selected 
 by the City Council from among its own members, with the Mayor as Chairman. 
 The State owns a small portion of the river front and has charge of the policing, 
 lighting and buoying of the river, the management of the ferries, and the collec- 
 tion of dues. 
 
 On account of the State and City being thus jointly interested in the port, 
 there is an advisory commission consisting of nine members, five representing the 
 State, two of the City, and two being members of the Chamber of Commerce. 
 
EUROPEAN PORTS 
 
 24] 
 
 The Port is located wholly on the city side of the River Scheldt, and consists 
 of two entirely distinct parts, (1) the river port bordered by quay walls and wide 
 quays, and (2) the interior port consisting of a group of ten locked basins, divided 
 into maritime and barge docks. At the former river quays, vessels rise and fall 
 with the tide which fluctuates about 13 feet, while at the latter group the water 
 level is constant and not subject to changes in the water level of the Scheldt. 
 
 There now are about 12 miles of quays, 92 acres of warehouses, sheds, etc., 
 and 375 acres of water in the various basins, including the River Scheldt. The 
 length of the river quayage is 18,040 feet, and that of the docks 54,120 feet. An 
 extensive system of railway tracks amounting to 96.88 miles connects the river 
 quays and docks with the railway systems entering Antwerp. 
 
 There are 105.7 acres of sheds, mostly of the single story type, and several 
 warehouses and storehouses. Many of the older sheds and some of the new ones 
 are of the open type, while some of the later ones are enclosed. The new sheds 
 are especially well built of brick, and steel, with rolling doors, and wholly fire- 
 proof. 
 
 ROTTERDAM 
 
 The Port of Rotterdam, although comparatively young is one of the most 
 interesting and progressive of the Continental Ports; a keen rival of Antwerp for 
 third place in the mad race for the commercial supremacy of Central Europe. 
 
 This port has been developed largely during the last half century. It is 
 wholly a municipal undertaking, and no State or Provincial aid has been asked 
 or received in the construction of its great system of quays and harbors. 
 
 Rotterdam occupies a most favorable location for the development of a 
 modern port. It is situated on the northerly bank of the River Maas, the prin- 
 cipal and natural outlet of the great Rhine District. Previous to 1863, naviga- 
 tion between Rotterdam and the sea, a distance of about 18 miles, was most 
 difficult, frequently taking steamers several days to make the journey. This was 
 largely due to the shallowness and irregularity of the channel, but even then, 
 with boats drawing but 10 feet of water the voyage was made during flood tides 
 with no great difficulty. With the development of larger vessels, however, Rot- 
 terdam at once realized that unless provision was made for a straighter, wider 
 and deeper channel, to the sea, her growth and standing as a port would be greatly 
 handicapped. A new channel was then decided upon and built from Vlaardingen 
 to the North Sea, a distance of 14 miles, piercing the Hook of Holland. This 
 channel was completed in 1896 at a cost of $9,000,000. The City of Rotterdam 
 paid about 10 per cent, of the cost and the Government the balance. The depth 
 of water in the new channel is 27 feet at low, and between 32 and 33 feet at high 
 tides, so that the largest sea-going vessels can now make the trip from the North 
 Sea to Rotterdam in about 2 hours, where it formerly took several days. 
 
242 
 
 GREATER ERIE 
 
 Since 1870 the City of Rotterdam alone has spent over $20,000,000 upon her 
 harbor system, and $9,000,000 upon the new ship canal to the North Sea, making 
 a total investment of about $30,000,000. 
 
 The harbor system of Rotterdam is under the control of the "Municipal 
 Board of Works," a select committee of six Common Councilmen, with an Alder- 
 man as Chairman. The principal advisor of this Board is the "Director of the 
 Municipal Works," who has as a permanent official staff, a deputy-director, two 
 assistant managers, three engineer-architects, thirteen chief-surveyors, fourteen 
 surveyors and architectural designers, and a temporary staff of five engineers, one 
 architect, three chief-surveyors, and two hundred and thirty surveyors, designers, 
 assistant-surveyors and foremen. Under this staff there are regularly employed 
 about 1,550 laborers. This department is managed no differently from the other 
 municipal departments, for the Director of the Municipal Works, in addition to 
 his duties in connection with the great dock system, has charge of the water, gas, 
 and electrical works, the municipal telephone, and the abatoir. 
 
 AMSTERDAM 
 
 The Port of Amsterdam is well supplied with modern docks largely devel- 
 oped within the last 25 years and wholly by the municipality. These have been 
 planned and carried out to meet the growing demands of navigation, and all are 
 well equipped with mechanical appliances for loading and unloading vessels quick- 
 ly and economically. There are besides, ample railway connections, splendid 
 warehouses, dry docks, ship building plants, public commercial and navigation 
 schools, etc., in fact about everything necessary to develop and maintain a modern 
 port. The port contains 10 miles of quayage and nearly 20 miles of railroad 
 around the docks. 
 
 The amount expended by the town since 1875 for the benefit of the various 
 branches of navigation, exceeds 12 million dollars. There are 17 regular steam- 
 ship lines sailing from Amsterdam fortnightly; three every 21 or 28 days; fourteen 
 weekly, and seven from two to four times each week. 
 
 HAMBURG 
 
 Few ports in the world, if any, are equipped to handle merchandise more 
 expeditiously and economically than Hamburg, and this in spite of a situation 75 
 nautical miles from the open sea. For many centuries the local government has 
 made its first concern that of keeping its port facilities abreast of the commercial 
 requirements of the times, and in so doing has even assumed the responsibility 
 and the cost of dredging and lighting the entire lower Elbe, although only a por- 
 tion of its shores are within the territory of this State. 
 
 The maximum depth of water in the Hamburg Harbor is 25.82 at low water, 
 and 32.8 feet at medium high water. The maximum draft of vessels at present 
 is about 31.16 feet. At ordinary high tide steamers of any size may enter the 
 port, including such as draw 30 feet. 
 
EUROPEAN PORTS 
 
 243 
 
 Numerous dry docks including one believed to be the largest in the world, 
 patent slips, shipbuilding wharves and engine works enable shipowners to effect 
 any repairs. The quays are provided with cranes lifting burdens up to 150 tons, 
 loading and unloading machinery, railroad tracks and every modern appliance for 
 the quick discharge of cargoes. Harbors for river craft and convenient means of 
 transferring cargoes from sea-going to river and coast-wise vessels, exist now, and 
 are being very greatly improved. 
 
 The Free Port of Hamburg is, within itself a city. It comprises, as already 
 explained, that portion of the city within which customs laws are non-effective. 
 It is owned and governed as an immense and complicated bonded warehouse, by 
 the State, which has permitted many manufacturing establishments to locate 
 there in order to obtain the special shipping facilities and the free use of imported 
 raw materials. 
 
 The Free Port territory consists of an area of 2,508 acres, of which 785 acres 
 are under water. This territory is divided from the city proper by the Lower 
 Harbor, the Inner Harbor, the Zoll-Canal, the Upper Harbor, and the Upper Har- 
 bor Canal. 
 
 Over 13.7 miles of stone quays encircle the various docks within and without 
 the Free Port, these being provided with ten fixed and 631 movable cranes, to which 
 may be added 111 other cranes located in various buildings, or attached to them. 
 
 For the temporary accommodation of goods there exist 50 sheds with a 
 storage area of 4,090,320 square feet. Behind the sheds are railroad tracks for 
 the prompt and convenient discharge of merchandise by land. 
 
 The most important feature of the Free Port is the system of warehouse 
 buildings which, for purposes of administration, belong not to the State, but to 
 the Hamburg Free Port Warehouse Company, a corporation chartered by the 
 State, and in which the State itself holds a large block of stock. 
 
 Upon the decision of the State of Hamburg to enter the German customs 
 union, and at the same time to create a Free Port for the preservation of its over- 
 sea trade, it became necessary to decide whether the necessary warehouses located 
 within the Free Port should be under State or private control. The latter 
 course was chosen and the North German Bank of Hamburg was authorized to 
 establish a stock company upon March 7, 1885, under terms made and agreed 
 upon with the financial department of the city. The buildings were erected upon 
 public land in the Free Port, and the company was authorized and required to 
 issue warrants transferable to order or in the name of the bearer, for goods stored 
 on this property. The stock capital was fixed at $2,142,000 and the tariffs to be 
 charged for the storage and manipulation of merchandise was regulated in the 
 contract. 
 
 The State of Hamburg placed 322,930 square feet of building ground at the dis- 
 position of the Company and undertook itself to erect the necessary quay walls and 
 slips in exchange for a share in the net profits of the operating company. In addi- 
 
244 
 
 GREATER ERIE 
 
 tion to this, a portion of the net profits of the company are set aside each year for 
 the creation of a fund for the acquisition of the company's stock by the State, 
 so that eventually, upon the acquisition of all the shares in the operating com- 
 pany, the State itself will become full proprietor. To supply the ground space 
 agreed upon, the 16,000 people residing upon the island of Kehrwieder Wand- 
 rahm were obliged to seek new homes. 
 
 The Board of Supervising Directors consists of nine members to whom are 
 added three persons representing the City. The managing directorate consists of 
 two or more members of the general board. 
 
 The original warehouses have been greatly added to and improved since the 
 opening of the Free Port to traffic. All of the buildings have a land and water 
 front, and are divided into single fireproofed divisions which are let out to business 
 houses of all nationalities. A great many American firms have warehouse accom- 
 modation within which, at times, millions of dollars worth of American goods are 
 in storage, or are in processes of manipulation for re-exportation to the various 
 markets easily accessible from Hamburg. 
 
 'YoU are -Waitir\g to do some great tt\ir\g; you are all Waiting to pull 
 do-wn some great evil. Perform. tt\e small things that are Unseen, 
 and they will bririg other arid greater things for you to perform., 
 You Would bleed and die for your country. Citizenship does not 
 derqand any such act of heroism.. Do tne small things, and the 
 first one that comes to you, and a second -will immediately come" 
 
 — John Bright 
 
 "R man's true greatness lies in the consciousness of an honest 
 purpose in life, founded on a just estimate of hMself and 
 everything else, on frequent self-exam.ination, and a steady 
 obedience to the rule -which h e Knows to be right without troub- 
 ling h irr \self about vJl\at others may thmK or say, or whether 
 they do or do not do that Which he thinks and says and does" 
 
 — George Long 
 
 "Any one— a fool or an idiot— can be exclusive, it comes easy; it 
 taKes a large nature to be Universal, to be inclusive" 
 
 —Ralph Waldo Trine 
 
■HE Providence Union Station, (See page 40,) although opened 
 to the public over 15 years ago, still remains a model in ar- 
 rangement to meet the problems of any city that must neces- 
 sarily be cut in two by railroad tracks. It is a combination 
 "Through Station," and "Double Terminal," the terminal tracks entering from 
 either end in pairs, and of course reachable from either end of the main 
 concourse by parallel platforms in the usual way common to all terminal stations. 
 The through tracks are also arranged in pairs, with fences between the pairs, and 
 broad intervening platforms, reached from the two subways that run from the front 
 of the station under all the through tracks. For greater facility, an entrance 
 stairway runs up from either side of each subway to each track platform, thus 
 providing four approaches to each platform. The ends of the subways open di- 
 rectly upon the street in front of the station, obviating the necessity of going 
 through the waiting room or "Concourse" on taking or leaving the train. As the 
 great majority of the patrons of this station are suburbanites or commutors, who 
 know exactly where they wish to go and arrive at the station just about train time, 
 this feature is of particular value in avoiding congestion, and has been instru- 
 mental in earning for this station a reputation among railroad men for being 
 one of the very best "operating stations in the country." It is well that this is 
 so, for in number of passengers handled daily, it is said to rank as sixth among 
 the great passenger stations of the country, and the average number of people 
 handled per day is from thirty-five to forty thousand, with some days running 
 well above a hundred thousand. Most of the corridors leading to and from the 
 waiting room and subways, avoid stairs and reach the different levels by ramps or 
 sloping ways. Broad stairways, however, lead directly to the subways as well as 
 to the main floor and track level, from Francis Street which runs directly under 
 the center of the station, and these are used by people who are coming into the 
 station from the north side, or from several lines of Francis Street cars. 
 
 The Union Station consists of a group of five main buildings, of which the 
 central one contains the main waiting room, while the others are used for bag- 
 gage, express, etc. — all connected by arcades and platforms, and opening along 
 
240 
 
 GREATER ERIE 
 
 the rear or north side, into the train sheds and track area. The station and track 
 level is about twenty feet above the neighboring streets upon a steel and concrete 
 structure, some 1,500 feet in length, and about 400 feet in width. Directly under 
 the center of this structure, and under the main entrance of the waiting room, 
 runs Francis Street, 100 feet wide, leading from Exchange Place toward Capitol 
 Hill. At the west end, where the end of the steel construction meets an earth 
 embankment, Gaspee Street goes underneath — and near the east end of the train 
 shed extension, the Woonasquatucket River, in its 100-foot channel, and Prome- 
 nade Street, which extends alongside, run under the track floor. From both ends 
 of the structure, embankments gradually descend to the original ground level, 
 some 15 feet lower, and perhaps 1,500 feet out at either side. The hump or top 
 of the rise thus comes within the station itself, and is found to contribute greatly 
 to the rapid operation of trains, retarding them quickly when arriving and stop- 
 ping at the station, and accelerating them on leaving. Several years ago, a new 
 tunnel was completed under College Hill, by which the trains that formerly used 
 another station were brought into the Union terminal, and the additions to the 
 shelters for these trains extends out upon a viaduct that crosses Promenade 
 Street and the small Moshassuck River nearby, as well as Canal and North 
 Main Streets beyond, before it enters the tunnel. This tunnel route is soon to be 
 electrified all the way to Boston and made the main line of the New Haven Road. 
 
 In front of all the central part of the station, except where Francis Street 
 passes through, the ground has been built up and graded in an easy slope, which 
 is occupied by the necessary highway approaches, and by the two portions of 
 "City Hall Park." The main approaches lead up on either side, and parallel to, 
 Francis Street, by a five per cent, grade, from Exchange Place, the northern line 
 of which is about 320 feet away, and reach "Railroad Terrace," which is the 
 thoroughfare running along in front and on a level with, the main floor of the 
 station. This latter street crosses Francis Street and is covered by a somewhat 
 imposing portico, at the station entrance, from which it leads down at either end, 
 to Gaspee Street, and to Exchange Place, respectively. 
 
 The cost of the station with immediate approaches was $4,440,000. Built 
 1890-96, several hundred feet north of the old station, on land made by filling in 
 the old circular "Basin" which itself was the last remaining relic of the large 
 shallow bay that covered most of the present business center a century ago. 
 
 The north, or rear side of the station, looks down upon Gaspee, Francis and 
 Promenade Streets, the Woonasquatucket River, and upon several large tracts of 
 land reserved for future development as a "Public Garden"— and already so dedi- 
 cated by the city— which extend over to the already beautiful grounds of the State 
 House and Normal School. The improvement of this Public Garden area just 
 now awaits the abolishment of a certain portion of the "West Freight Yard," 
 which was unfortunately established before any comprehensive plans for the de- 
 velopment of this side of the Civic Center were contemplated. The Civic Center, 
 therefore, may be considered as about one-half complete. 
 
CIVIC CENTER 
 
 247 
 
 The visitor, emerging from the main entrance of the station, looks from his 
 elevated position, down over the slope of City Hall Park, happily saved, in spite 
 of the great value of the land it occupies (probably from two to three million dol- 
 lars) across Exchange Place, which is the great trolley center and transfer point, 
 not only of Providence, but for car lines radiating to all parts of southern New 
 England — some 68 lines in all. Under this plaza, it is also proposed to locate the 
 radiating point of the four subways that are just now in contemplation. The 
 development of Exchange Place has been going on rapidly of late. Originally, 
 but 125 feet wide, in the days of the old railroad station, which extended along its 
 northern edge on grade, and forbade the existence of any crossing to the north ; 
 it was widened to 250 feet with the building of the present day structure. City 
 Hall Park was simultaneously created. The City Hall, at the west end of the 
 Place, had been in existence since 1875. At the east end, however, open rivers 
 until recently flowed under disreputable old wooden bridges. The new Federal 
 Building, erected 1908, already outgrown so that the old Post Office on Weybosset 
 Street is again being revamped to help out, now occupies a position at this end, 
 symmetrically facing the City Hall, and the open river and the old bridges have 
 given place to Post Office Square, east of the Government Building. The year 
 1913 saw the laying out of the "Mall" after much opposition, through the center 
 of Exchange Place, and its apparently over-wide side and cross walks are needed 
 for the great numbers of people who wait here for various cars. 
 
 By reference to the illustration, page 41, we see in the extreme left the new 
 sky-scraping Turk's Head Building; Butler Exchange, an iron front, mansard roof 
 of the vintage of about 1875, very wonderful in its day, I am told; the tall Union 
 Trust Building, and on the right the City Hall. Still farther to the right on the 
 north side of Washington Street, are low buildings on a lot now being considered 
 as a site for a new Municipal Hall of Records, to help out the overcrowded City 
 Hall. The arrangement of Francis Street is indicated clearly in the pictures. In 
 City Hall Park, the beautiful Banjotti Fountain is covered for the winter, and the 
 Burnside statue appears to be hidden behind some shrubbery. At the end of the 
 "Mall," about in line with the Union Trust Building, a new trolley shelter build- 
 ing of copper, glass and concrete, is being constructed, with underground toilet 
 rooms beneath, which are expected to be models of their kind. Dorrance Street 
 comes into the Square at the City Hall end, and by looking sharply, under the 
 shadow of the Hotel Dorrance, we may see a long low building, which is 8 feet 
 wide and 200 feet in length, on a strip left over when the street was carried through 
 many years ago. This building furnishes one of our choicest arguments by way 
 of a "horrible example" to demonstrate the need of an "Excess Condemnation" 
 law. I believe that Pennsylvania is one of the few American states that has such 
 a law. It is very certain, however, that the lack of such a law is a grievous lack 
 for Providence, whenever street extensions or widenings are under way. This 
 particular strip, valuable as it is, renders practically useless, a much wider strip 
 behind it, worth at the prevailing prices of adjoining property, about $240,000, 
 
248 
 
 GREATER ERIE 
 
 and perpetuates an eyesore, apparently forever, through lack of agreement be- 
 tween owners of abutting property. 
 
 Lack of uniformity of architecture on the south side of Exchange Place is 
 painfully apparent. The low buildings will, of course, be replaced before long, 
 but before they are, it is hoped that the State Legislature will grant a law that 
 will limit the height to 120 feet, which is the height of the Industrial Trust Build- 
 ing and the present Boston limit, I think. The Turk's Head structure, just com- 
 pleted, is twice that height, and therefore twice as high as the present law allows 
 in Boston. Our city council made an unsuccessful attempt, at the last session, to 
 get such an ordinance permitted for Providence. 
 
 It occurs to me to suggest for your study the plan of the Union Station at 
 Dresden, Germany, which exhibits some details that could be incorporated with 
 much advantage in the Providence Station. The especial improvement relates 
 to the design of the structure where it crosses an important street. The Dresden 
 Station shows a very clever division of platforms, tracks, supporting structures 
 and daylight spaces, the effect on the street is not at all glaring and does not re- 
 quire artificial light by day as do the subways in Providence. 
 
 Possibly I have entered more fully into this description and discussion than 
 your requirements called for, but the subject of city planning is very prominent 
 here just at present, and some costly mistakes, due to lack of foresight, on Ex- 
 change Place, have perhaps hastened the decision for the new Commission. Provi- 
 dence claims, however, the honor of having established the first real Civic Cen- 
 ter in America, quite a while before that term came into use at all — and in spite 
 of some glaring faults, the most creditable railroad entrance in America. 
 
 Respectfully submitted, 
 
 Henry A. Barker. 
 
 'To live nqearis to be, to do, to accomplish; ^ot 
 sirqply to exist, to rest, inert, Useless" 
 
 — Anon 
 
 'Oh, h ^ h af d it is to die arid riot be able to 
 leave the wtorld ariy better for orie's little 
 life iri it" 
 
 — A brakam Lincoln 
 
HISTORICAL GROUND 
 
 •J49 
 
 Ancient Cemetery — Hartford, Conn. 
 
 AN EXAMPLE OF THE PRESERVATION OF HISTORICAL GROUND 
 
 Old Cemetery or Ancient Burying Ground, as it was called, was, by vote of the Council, passed 
 under the control and management of the Board of Park Commissioners, June 26th, 1899. This 
 Cemetery is the property of the Town of Hartford, and was set aside for a burying ground in the 
 year 1640. From that date until 1801 it was the only Cemetery in Hartford, and for many years 
 it was so shut in by surrounding buildings that it was hidden from view, but on June 14th, 1899, 
 the Ruth Wyllys Chapter of the Daughters of the American Revolution deeded to the city various 
 properties which were acquired through the personal effort and public spirit of Mrs. John M. Hol- 
 combe, its Regent. Soon afterwards Gold Street was widened and paved, and on July 8th, 1901, 
 a beautiful iron fence and masonry bounding the grounds on Gold Street, a gift from the Ruth 
 Wyllys Chapter, was constructed and a gate-way, a gift from Miss Olivia Phelps Stokes and Miss 
 Caroline Phelps Stokes, of New York, was erected in memory of their ancestor John Haynes, First 
 Governor of the Colony of Connecticut. 
 
 "So nigt| is grandeur to our dust, 
 
 So near is God to n\ar\; 
 When duty %>ni s P ei,s lo ^ "TnoU rnUst"— 
 
 Tne youth, replies "I can" 
 
 — Ralph Waldo Emerson 
 
250 GREATER ERIE 
 
 ERIE'S CITY PLANNING COMMISSION 
 
 A City Planning Department was established in the City of Erie, by resolution of Councils, 
 adopted December 29th, 1913, pursuant to the Act of Assembly, quoted on page 140. The fol- 
 lowing named persons were appointed for the term set opposite their names as a City Planning 
 Commission, with all the rights, powers and duties conferred by said Act of Assembly: Rev. 
 Joseph M. Cauley, 5 years; Rt. Rev. Rogers Israel, 4 years; Arthur N. Clemens, 3 years; Wm. 
 J. Flynn, 2 years; G. Irving Blake, 1 year. 
 
 The City Planning Commission has completed its organization and has sought the co-opera- 
 tion of City, Township, County and State officials interested in the development of Erie, and 
 in the zone extending three miles beyond the city limits, but it has not yet been long enough in 
 existence to record substantial progress. The following digest, prepared as late as the publication 
 of "Greater Erie" would permit, will perhaps be of some interest and service to the people: 
 
 Digest of Rules adopted Jan. 16, 1914, so far as they effect the Public 
 
 Officers — The officers shall be a President, Vice-President and Secretary. All officers shall 
 be elected on the second Wednesday of January of each year, and shall serve one year, except 
 when term of appointment as members of the Commission expire. Officers for current year are: 
 G. Irving Blake, President; Wm. J. Flynn, Vice-President; Jas. R. Reynolds, Secretary. 
 
 Committees — There shall be five standing committees of three members each — which for 
 the current year have been appointed as follows : 
 
 NEW PLOTS NEW ORDINANCES TRANSPORTATION LINES 
 
 Wm. J. Flynn, Chairman, Arthur N. Clemens, Chairman, G. Irving Blake, Chairman, 
 
 Rev. Joseph M. Cauley, G. Irving Blake, Wm. J. Flynn, 
 
 G. Irving Blake. RT- Rev. Rogers Israel. Rev. Joseph M. Cauley. 
 
 PARKS, PLAYGROUNDS AND BOULEVARDS WATER FRONT 
 
 Rev. Joseph M. Cauley, Chairman, RT. Rev. Rogers Israel, Chairman, 
 
 RT. Rev. Rogers Israel, Arthur N. Clemens, 
 
 Arthur N. Clemens. Wm. J. Flynn. 
 
 Such other committees as may be authorized from time to time by the Commission shall be 
 appointed and shall perform such duties as may be assigned to them. 
 
 Meetings — The stated meetings of the Commission shall be held on the second and fourth 
 Wednesdays of each month at 8 P. M., at the Council Chamber in City Hall. Special meetings 
 shall be called as directed by the Commission or on request of two members thereof. All meetings 
 shall be open to the public, the Commission reserving the right to go into executive session upon a 
 majority vote of the members present. 
 
 Plots — Formal notice shall be given through the public press, of all new plots submitted to 
 the Commission for its consideration. All plots presented shall show, not only the territory sug- 
 gested for plotting but also at least 700 feet on each side thereof. Private property lines are to be 
 indicated. Final approval of plots by the Commission shall be in writing, at least three signatures 
 being required. 
 
 All matters requiring the attention of the Commission or any of its committees shall be sub- 
 mitted in writing and should be filed with the Secretary at City Hall. 
 
 Complete rules as adopted by the Commission will be published as soon as practicable and 
 may then be had upon application to the Secretary. 
 
INDEX 
 
 251 
 
 INDEX 
 
 American Occupation of Erie 155 
 
 Amsterdam, Port of 242 
 
 Amusements in Erie 228 
 
 Antwerp, Port of 240 
 
 Aspects, Legal 137-147 
 
 Assessed Valuations, Erie 179, 225 
 
 Assessments 97, 99, 179, 225 
 
 City of Erie 179, 225 
 
 Distribution of 99 
 
 Special 97 
 
 Street 99 
 
 Athletic Field, Erie 81,194 
 
 B 
 
 Banks, Erie 230 
 
 Bath Houses (see buildings) 64-77 
 
 Battle of Presque Isle 154 
 
 Belt Line Railroad 38-44, 48, 56, 59, 129 
 
 Block Houses 180 
 
 Bond issues 102 
 
 Board of Trade 211 
 
 Boat Houses (see buildings) 64-77 
 
 Boulevards 85, 93 
 
 Buildings 64-77, 101, 223, 233 
 
 Existing Conditions 65 
 
 General Recommendations regarding 68 
 
 Harmony in architecture of 69 
 
 Private 64-77 
 
 Public 64-77 
 
 Expense for 101 
 
 Sites for 69 
 
 Supervision of 69 
 
 Regulation of height of 69, 71 
 
 Specific Recommendations regarding 75 
 
 Buried Treasure 184 
 
 Canal Basins, Erie 160 
 
 Chamber of Commerce 211 
 
 Chrysanthemum Display 63 
 
 Churches, Erie 229 
 
 City Plan, Cost of Erie's 255 
 
 City Planning 
 
 By the Man in the Street 20 
 
 Indispensableness of 95 
 
 Justification of 103 
 
 Legal Aspects of 137 
 
 Paying the bills for 98 
 
 City Planning Commission, Erie 250 
 
 City Planning Commission Act, Penn'a 140 
 
 City Planning Committee of the Erie Chamber of 
 
 Commerce and Board of Trade 10 
 
 Civic Center 
 
 Perry Square, Erie 65, 68, 75, 78, 81 
 
 Providence, R. I., description of 245 
 
 Civic Organizations 211 
 
 Coal Pier, Erie 48, 62 
 
 Co-operation of Employers and Employees 96 
 
 Comfort Stations 32 
 
 Coming of the White Man to Erie 153 
 
 Commerce, Development of in Erie 121-135 
 
 Commercial Pacts about Erie 230 
 
 Commission Government 164-187 
 
 Conduit System, Erie 32, 224 
 
 Contents, List of 12 
 
 Cornplanter '. 156 
 
 Court Houses, Erie 172 
 
 Custom House, the old 167 
 
 D 
 
 Debt of City of Erie 190 
 
 Per capita 190 
 
 Debt of School District of Erie 194 
 
 Development of Commerce in Erie 121-135 
 
 Districts having local names 178 
 
 Dobbins, Daniel 176, 185 
 
 Docks 47-62, 121-131 
 
 Drinking Fountains 32 
 
 Drives 83, 85, 87, 93 
 
 Dry Dock 62, 127 
 
 Eagle Village 163, 178 
 
 Education, Art and Music 226 
 
 Elevators, Grain 128 
 
 Ellicott, Andrew 150, 158 
 
 Erie, Actual settlement of 158 
 
 Amusements 228 
 
 Assessed valuation 190 
 
 Became a city 163 
 
 Borough of 162 
 
 City Hall 179 
 
 Civic Center 65, 68, 75, 78, 81 
 
 Civic Organizations 211 
 
 Commercially 230 
 
 Commission Government 164, 187 
 
 County 224 
 
 Debt 190 
 
252 
 
 GREATER ERIE 
 
 PAGE 
 
 Erie, Description of original plan of 158-159 
 
 Education, Art and Music 226 
 
 Extension Canal 160 
 
 Financially 230 
 
 Financial Statement 190 
 
 First Mayor and Councils 163 
 
 Fraternal Organizations 229 
 
 Grade Crossing abolition 38-44, 145-147 
 
 Harbor Line 164 
 
 History 150-185 
 
 < : Homes 66-77, 101, 217, 231 
 
 Hospitals 229 
 
 Inlots or town lots 4, 158 
 
 Lafayette's visit to 173 
 
 Land values, past 160, 161 
 
 Present 219 
 
 Location of 221 
 
 Manufacturing 231 
 
 Markets 74-76, 172 
 
 Municipal progress 223 
 
 Organizations 211, 229 
 
 Outlots 158 
 
 Physical Characteristics 222 
 
 Population of 164, 190, 221 
 
 Port of 127 
 
 Real Estate Conditions 215 
 
 Religious Organizations 229 
 
 Rentals comparatively low 217 
 
 Re-survey of 1837 165 
 
 School District of 193-209 
 
 Steamboat, 1841 184 
 
 Street System 23-35, 159 
 
 Street Transportation System 105-119 
 
 Tax Rates 190 
 
 Territorial expansion 163 
 
 Third Section (Sale of lots) 159 
 
 Town lots or inlots 4, 158 
 
 Sale of 161 
 
 Valuations and taxations 225 
 
 Wards 163 
 
 Water Front 43, 46-62, 121-129 
 
 Water Lots 164 
 
 Water Works 173, 224 
 
 Eries, The 151 
 
 European Ports 239 
 
 Facts about Erie 220-231 
 
 Federal Hill 163, 178 
 
 Financial Facts 230 
 
 Panics 179 
 
 Financing Public Improvements 97 
 
 Fire Department 224 
 
 Fisheries 226 
 
 Fish Pier 62, 124 
 
 Forestry Reservation 85, 91 
 
 Forests Act 142 
 
 PAGE 
 
 Franchises, Street Railway 176 
 
 Fraternal Organizations 229 
 
 Freight (see Railroads, Waterfront and develop- 
 ment of Commerce). 
 
 Rapid and safe handling of 62, 121 
 
 Trolley station for 114, 115 
 
 G 
 
 Garbage disposal 224 
 
 Garrison ground 182 
 
 Gifts to Cities, a few examples of 
 
 79, 89, 148, 191, 213, 249 
 
 Grade Crossing Abolition 38, 44, 145-147 
 
 Greenhouses , 63 
 
 Gridley, Capt. Vernon P 184 
 
 H 
 
 Hamburg, Port of 242 
 
 Harbor Construction 46-62, 128 
 
 Line 164 
 
 Western Channel 165 
 
 History of Erie, outlines of 150-185 
 
 Homes 66-77, 101, 217, 231 
 
 Hospitals 229 
 
 Housing Problem 71-77, 101, 233-237 
 
 Co-partnership 73, 236 
 
 Homestead Company 237 
 
 Improved Housing Co 236 
 
 Mutual Home Building Ass'n 235 
 
 Illustrations (see list) 13 
 
 Industrial Docks 56 
 
 Inlots or Town Lots 158-159 
 
 Sale of 161 
 
 Irvine, Gen. William 156 
 
 Lafayette's visit to Erie 173 
 
 Lakes, the Great 46 
 
 Land, Past values 160-161 
 
 Present values 219 
 
 Legal Aspects 137-147 
 
 Liberty Street Subway 147 
 
 Life Saving Station 173 
 
 Light House 167 
 
 Lumber Piers 48, 61, 126 
 
 M 
 
 Manufacturing 231 
 
 Sites for 219 
 
 Markets 74-76, 172 
 
 Monuments 32 
 
 Mound Builders, the 152 
 
 Municipal Forests Act 142 
 
 Government 164, 187-190 
 
 Progress 223 
 
INDEX 
 
 253 
 
 N 
 
 PAGE 
 
 Neighborhood Centers (See Buildings and Open 
 
 Spaces). 
 Nolen, John 8 
 
 O 
 
 Open Spaces 79-93, 169-171, 228 
 
 Existing Conditions 81 
 
 General Recommendations regarding 85 
 
 Proposed 83, 87, 90-93 
 
 Specific Recommendations regarding 90 
 
 Organization of Housing Companies 233-237 
 
 Organizations, Charitable 211 
 
 Civic 211 
 
 Fraternal 229 
 
 Religious 229 
 
 Outlots 158 
 
 Panics 179 
 
 Park Act, Public 142 
 
 Parks (See Open Spaces). 
 
 Cascade 81, 86, 171 
 
 Glenwood 81, 171 
 
 Increase land values 89 
 
 Lakeside 81, 83, 171 
 
 Land Light House 171 
 
 Perry Square 81, 169-170 
 
 Proposed 83-87, 90-93 
 
 Water Works 83 
 
 Parkways, proposed 83, 87, 93 
 
 Peninsula (Presque Isle) 84, 91, 151 
 
 Perry Square (See Civic Center). 
 
 Perry's Victory 175 
 
 Piers 47-62, 121-131 
 
 Not an expense, an investment 122 
 
 Playgrounds 47-62, 121-131 
 
 Statistics for 1913 197 
 
 Poles 32 
 
 Pontiac Conspiracy 153 
 
 Population of Erie 164, 190, 221 
 
 Port of Antwerp 240 
 
 Amsterdam 242 
 
 Erie 127 
 
 Hamburg 242 
 
 Liverpool 239 
 
 Rotterdam 241 
 
 Presque Isle, Battle of 154 
 
 Peninsula 84, 91, 151 
 
 Village 153 
 
 Property values 215-219 
 
 Providence, Union Station 245-248 
 
 Public Buildings 64-77 
 
 Grouping of 77 
 
 Sites for 68 
 
 Public Markets 74-76, 172 
 
 Opinion 96 
 
 P 
 
 PAGE 
 
 Public Park Act 142 
 
 Service Company Law 145 
 
 Steamboat Landing 27-30, 47, 125 
 
 R 
 
 Railroads 36-44, 46-62, 104-119, 120-135,161, 
 
 176, 245-248. 
 
 Belt Line 38-44, 48, 56, 59, 129 
 
 Connections with tidewater ports 44 
 
 Existing Conditions 37 
 
 General Recommendations regarding 38 
 
 Grade Crossing Abolition 38-44, 145-147 
 
 Monopoly of Water Front by 47, 121 
 
 Re-arrangement of tracks of 38-44 
 
 Special Recommendations regarding 44 
 
 Street 104-119, 176 
 
 Terminals of (See Terminals) . 
 
 Real Estate Conditions 215-219 
 
 Values 160, 161, 215-219 
 
 Reed Family, the 165 
 
 Reed House, the 166 
 
 Religious Organizations 229 
 
 Rentals, comparatively low in Erie 217, 219 
 
 Residential Development 66-77, 233-237 
 
 Rotterdam, Port of 241 
 
 Sale of lots of the "Third Section" 159 
 
 School Buildings 193-209 
 
 Sites for 93 
 
 School District of the City of Erie 193-209 
 
 Financial condition of 193-194 
 
 School Grounds 193-209 
 
 Report on, by John Nolen 199 
 
 Schools, Parochial 226 
 
 Second Street Bridge 1825 173 
 
 Sewage Disposal 224 
 
 Sewers ... . 32, 224 
 
 Smoke Abatement 45 
 
 Soldiers and Sailors Home 181 
 
 South Erie, Borough of 163 
 
 First Council of 163 
 
 Special Assessments 97 
 
 Distribution of 99 
 
 Streams 168 
 
 Street Passenger Railways 176 
 
 Street Urban Transportation Facilities 105-119 
 
 Streets 22-35, 159 
 
 Existing Conditions 23, 159, 224 
 
 Extension of 33-35 
 
 General Recommendations regarding 23 
 
 Paved 224 
 
 Specific Recommendations regarding 32 
 
 Widening of 33-35 
 
 Sub-divisions 66-77 
 
 Subscribers, List of 11 
 
25-1 
 
 GREATER ERIE 
 
 PAGE 
 
 Summer Resorts 174 
 
 Survey of 1795 158, 159 
 
 Of 1837 165 
 
 Swamps 174 
 
 Taxation 101, 102, 225 
 
 Reduction of on improvements 101 
 
 (See special assessments and unearned in- 
 crement). 
 
 Tax rates 190, 225 
 
 Terminals 44, 62, 76, 115, 121, 135 
 
 Territorial Expansion 162 
 
 Town Lots 4, 158 
 
 Sale of 161 
 
 Transportation. . .31, 37-44, 58, 105-119, 121-135, 176, 
 245. 
 
 Trees 26 
 
 Triangle, How it was created and acquired 156 
 
 Trolley Freight Station 44-59, 114, 115 
 
 Trolley Lines 105-119, 176 
 
 Trolley Passenger Station 44-59, 115 
 
 U 
 
 Unearned increment 101-103 
 
 Union Station, Erie 27, 38-43, 76, 116, 132 
 
 Providence 245 
 
 Page 
 
 Valuation, Assessed 190, 225 
 
 Values, Land 160, 161, 215, 219 
 
 W 
 
 Wards of City of Erie 163 
 
 Warehouses 48-62, 121-132 
 
 Water Front 43, 46-62, 121-129 
 
 Development in U. S. of 52-57 
 
 Existing Conditions 47 
 
 General Recommendations regarding 49 
 
 Meeting cost of improvement of 101 
 
 Monopoly of 47, 121 
 
 Ownership or control by City of 50 
 
 Specific Recommendations regarding 57 
 
 Study for development of Erie's 48-49, 58 
 
 The great hope of Erie's future 49 
 
 Toronto an example for Erie 51 
 
 Water Lots 164 
 
 Water Works 173, 224 
 
 Wayne, Anthony 180, 181 
 
 Western Reserve 157 
 
 Wolverine, U. S. S 184 
 
 Zone, Industrial 31 
 
 Residential 31 
 
 I •will start anew tl\is nqorning witf\ a l)igl\er, fairer creed; 
 
 I will cease to stand cornplaining of rr\y ruthless neighbor's greed; 
 
 I Will cease to sit repining Wnile iny duty's call is clear, 
 
 I will Waste no n\onqer|t winning and ir\y n.eart snail Know r\o fear, 
 
 I will looK soirietirqes about rr\e for tl)e tl\ir\gs tl\at nqerit praise; 
 
 I "Will searcl) for nidden beauties tl\at elude tl\e grumbler's gaze; 
 
 I will try to find coriteritir\erit iri the patljs tl^at I rr\Ust tread; 
 
 I Will cease to have reseritrqerit 'When another nqoves ahead. 
 
 I will not be swayed by er|Vy Wnen rqy rival's strength, is shjown; 
 
 I Will not deny hj s n\erit, but I'll strive to prove rny own; 
 
 I will try to see tl|e beauty spread before rqe, rain or shjne — 
 
 I will cease to preacl) your duty and be nqore concerned witt\ rqine. 
 
 — S. E. Riser, in the Fra. 
 
COST OF ERIE'S CITY PLAN 
 
 The City Planning Committee will upon completion of 
 the distribution of this edition of "Greater Erie" file a de- 
 tailed statement of all receipts and expenditures with the 
 Chamber of Commerce and Board of Trade. In the mean- 
 time, it may be of interest to the public to know that the 
 cost of the City Plan, including professional services, draft- 
 ing, traveling and sundry expenses, will amount to approxi- 
 mately $5,150.00, and that subscriptions, when fully paid, 
 will amount to $4,900.00. 
 
 The publication of "Greater Erie" has been so arranged 
 financially that the sale of this edition of 4,000 copies is ex- 
 pected to net approximately the amount necessary to enable 
 the committee to complete without a deficit, the task of 
 providing the City Plan and of placing it in the hands of 
 the people through the medium of this report. The price 
 is $1.00 per copy or by mail prepaid $1.25. 
 
Crrv of Erik 
 
 PeIViVSTlIvA'.VX LA. 
 
 FOR TH E 
 EXTENSION AND IMPROVEMENTOF THE CITY 
 
 SCALE 
 
 li-. M. 
 
 mti 
 
 John Nolen City Planner 
 
 harvard Sq.. Cambridge. Mass. 
 
 1913 
 
 PLAN PREPARED FOR 
 
 City Planning Committee 
 
 REPRESENTINQ 
 
 Erie Chamber of Commerce 
 
 AND 
 
 The Board of Trade of Erie 
 
 O. IRVING BLAKE. CHAIRMAN JUDGE EMORY A. WALLING 
 
 BISHOP ROGERS ISRAEL WILLIAM J FLYNN 
 
 MATTHEW ORISWOLD, JR. 
 
fr 
 
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 INDE 
 
 1—Lake Shore Drive 
 2—Presque hie Park 
 3 — Harbour Drive 
 4 — Causeway Drive 
 5— Passenger Terminal, West 
 6— Slate Street Public Landing 
 7— Passenger Terminal, East 
 8— Harbour Entrance Park 
 9— Industrial Docks 
 10— East Bluff Parkway 
 
 11 East Lake Park 
 
 12 —Lakeside Cemetery 
 13— East Bluff Drive 
 14— Lighthouse Park 
 IS— Municipal Hospital Park 
 16 — Mill Creek Crossing 
 17 — Soldiers and Sailors Home 
 18 Mill Creek Park 
 19— Lakeside Park 
 20 — Public Commercial Docks 
 21— Cascade Creek Park 
 22 — Pleasure Bay Parkway 
 23— Water's Edge Drive 
 24— West Lake Park 
 25— Bluff Drive 
 26— Cascade Valley Park 
 27— Fourth Street Playground 
 
 28 -Cascade Park 
 
 29 Perry Square 
 30 — Fast Avenue Playground 
 31— Public Market 
 32— Eighth Street Playground 
 
 —West Creek Parkway 
 — Trinity Cemetery 
 — Lower Valley Park 
 -Poplar Street Playground 
 — Union Station 
 —Fourteenth Street Parking 
 
 39 — Garrison Run Playfield 
 
 40— 12th Street Square 
 
 41—Wesleyville Drive 
 
 42— Warfel Playfield 
 
 43— Parade Street Playfield 
 
 44— Erie Cemetery 
 
 4S New Athletic Field 
 
 46 — Green Garden 
 
 47— West Circuit Boulevard 
 
 49— Upper Valley Park 
 
 49— Park Boulevard 
 
 SO — Reservoir 
 
 Sl—Edinboro Road Playfield 
 
 S2 Glenwood Valley 
 
 S3— State Street Square 
 
 54— Parade Street Square 
 
 55 — Four Mile Creek Parkway 
 
 56 —Four Mile Creek Crossing 
 
 57— East Circuit Boulevard 
 
 58 — F.astside Circus 
 
 59 — Glenwood Park 
 
 60— Forest Boulevard 
 
 61 West side Circus 
 
 62 — Grand View Boulevard 
 
 63 — Forest Circle 
 
 64 — Glenwood Park Addition 
 
 65— Ridge Boulevard 
 
 66 — Glenwood Boulevard 
 
 67— Walnut Creek Crossing 
 
 68— West Forest Drive 
 
 69— City of Erie Forest, West 
 
 70— Walnut Creek Parkway 
 
 71— City of Erie Forest, East 
 
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 Press of 
 i Ashby Printing Co., 
 
 Erie, Pa. 
 
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