tact with a built-up section, and the section West of the railroad—now mainly adapted to manufacturing—will rise in value and by degrees develop into a business and residential district ; that is, we may see grow up here a new and modern part of the city.
I do not know what steps the Illinois Central has taken toward the electrification of its system nor its program for the future. It seems to me, however, that as electrification will take place, and if the company is given air rights above the area in question, it would be reasonable, regardless of the cost of insulation against the ground water, to1 depress at once the track system so deeply that it could be built over. In my plan I have proposed depression to full depth, so that the street built over the railroad line would not
need to be raised. Alternatively, a middle road might be taken, by depressing to a less depth, and give the streets a correspondingly higher level.
The elevated road projected by the railroad company in order to get an outlet to the West, I have in my plan converted into a tunnel. I have not surveyed the proposed line in its full length in order to determine how it might be located as a tunnel to the best advantage. It may be taken for granted, however, that the sinking of the line does not meet technical impossibilities, especially when the altogether too complex railroad trackage Southwest of the loop will be regulated and re-designed. Besides, an alternative plan, which I shall discuss later, will in my opinion make this Westward communication line unnecessary.
AUTOMOBILE TRAFFIC
W
ITHIN the last few years the automobile traffic has developed to such an extent in our large cities that one must anticipate numerous changes in city planning before this traffic can be so regulated that it is as effective as possible without hindering other means of
communication. This problem is still comparatively easy to solve in cities that have not yet reached too large a size, but where it is probable that the city will have a rapid growth, it would be prudent to take all necessary steps toward the development of the traffic system in a manner that will keep pace with the city’s expansion.
In the large cities the question is more involved. And in this respect the American cities are in a difficult position, principally for two reasons. First, automobile driving is much more common here than in the cities on the other side of the Atlantic; and secondly, the city plans are not conducive to an easy regulation of the traffic. It is the strictly carried out system of square blocks
and the lack of broad avenues that would join more important sections with one another.
In Chicago the traffic problem seems very serious, especially in the restricted loop. At present, it is a time-wasting and nerve-irritating experience for a person from the city’s peripheral section to
get to and through the loop. And the situation grows worse year by year.
Michigan Avenue, which is the main thoroughfare to and from the loop, is so encumbered with traffic at present that it cannot carry any more. The recently erected signal towers may possibly ameliorate the situation, especially so that the pedestrian may more easily traverse the street, but as for the automobile traffic it will soon be seen that this system has been only a palliative.
One outlet Michigan Avenue will obtain when South Water Street, is double-decked, for a large part of the loop-bound traffic will take this new line. However, this will not relieve North Michigan Avenue. If we look forward to the time when SCHEME FOR MOVEMENT OF AUTOMOBILE TRAFFIC. SHOWINC RELATION BETWEEN MAIN AND SECONDARY
AUTOMOBILE STREETS
I do not know what steps the Illinois Central has taken toward the electrification of its system nor its program for the future. It seems to me, however, that as electrification will take place, and if the company is given air rights above the area in question, it would be reasonable, regardless of the cost of insulation against the ground water, to1 depress at once the track system so deeply that it could be built over. In my plan I have proposed depression to full depth, so that the street built over the railroad line would not
need to be raised. Alternatively, a middle road might be taken, by depressing to a less depth, and give the streets a correspondingly higher level.
The elevated road projected by the railroad company in order to get an outlet to the West, I have in my plan converted into a tunnel. I have not surveyed the proposed line in its full length in order to determine how it might be located as a tunnel to the best advantage. It may be taken for granted, however, that the sinking of the line does not meet technical impossibilities, especially when the altogether too complex railroad trackage Southwest of the loop will be regulated and re-designed. Besides, an alternative plan, which I shall discuss later, will in my opinion make this Westward communication line unnecessary.
AUTOMOBILE TRAFFIC
W
ITHIN the last few years the automobile traffic has developed to such an extent in our large cities that one must anticipate numerous changes in city planning before this traffic can be so regulated that it is as effective as possible without hindering other means of
communication. This problem is still comparatively easy to solve in cities that have not yet reached too large a size, but where it is probable that the city will have a rapid growth, it would be prudent to take all necessary steps toward the development of the traffic system in a manner that will keep pace with the city’s expansion.
In the large cities the question is more involved. And in this respect the American cities are in a difficult position, principally for two reasons. First, automobile driving is much more common here than in the cities on the other side of the Atlantic; and secondly, the city plans are not conducive to an easy regulation of the traffic. It is the strictly carried out system of square blocks
and the lack of broad avenues that would join more important sections with one another.
In Chicago the traffic problem seems very serious, especially in the restricted loop. At present, it is a time-wasting and nerve-irritating experience for a person from the city’s peripheral section to
get to and through the loop. And the situation grows worse year by year.
Michigan Avenue, which is the main thoroughfare to and from the loop, is so encumbered with traffic at present that it cannot carry any more. The recently erected signal towers may possibly ameliorate the situation, especially so that the pedestrian may more easily traverse the street, but as for the automobile traffic it will soon be seen that this system has been only a palliative.
One outlet Michigan Avenue will obtain when South Water Street, is double-decked, for a large part of the loop-bound traffic will take this new line. However, this will not relieve North Michigan Avenue. If we look forward to the time when SCHEME FOR MOVEMENT OF AUTOMOBILE TRAFFIC. SHOWINC RELATION BETWEEN MAIN AND SECONDARY
AUTOMOBILE STREETS