Chapter 13 of 18 · 6078 words · ~30 min read

CHAPTER V

TRANSPORTATION: A FREIGHT CENTER: GROUPING OF PASSENGER STATIONS: A LOOP SYSTEM

Chicago has been made largely by the railroads, and its future prosperity is dependent upon them. In the past, however, it has been the increase in the number of roads reaching this city which has built up its commerce; but now, with twenty-two trunk lines entering Chicago from every possible direction, and with connections extending to all portions of the country, the question of numbers has ceased to be the important one.

The present problem is to handle the traffic of the railroads with dispatch and at the lowest cost. The city is too large for each railroad to attempt to maintain a separate system unrelated to that of any other except the physical connection of the tracks. The time has come to develop one common system for the handling of freight,—a traffic clearing-house. The whole perplexing and intensely intricate subject requires not only the careful study of men expert in such matters, but also a spirit of mutual forbearance and conciliation among railroad managers for the sake of promoting the general good.

Not that any one road of the entire twenty-two should be expected to make what will ultimately prove a sacrifice, but that no road should hold back from doing its full part to bring about the conditions essential to the continued prosperity of the city by the development in Chicago of a unified system of traffic handling that shall place this city ahead of any other in so far as efficiency and cheapness are concerned. The fine arts of traffic management should be studied no less than the fine arts of parks and boulevards; for unless Chicago keeps ahead of her rivals in commercial matters, the parks will become pastures, and the boulevards will be deserted.

In an address made in Chicago during the winter of 1906-7 Mr. James J. Hill laid the utmost stress on the necessity for improved railway terminals. At that time a cry was going up for more cars. Traffic was delayed, the railways being entirely unable to handle promptly the freight offered them. Mr. Hill pointed out that the main difficulty was not lack of cars, but lack of proper terminal facilities. It was a fact that hundreds and even thousands of loaded cars were at that very moment standing on the tracks in the yards of every one of the great trunk lines, which with their utmost efforts could not place these cars at the sides of the receiving platforms in the various cities. It is not an extreme statement to say that business was almost paralyzed on account of the inability of the roads to handle at the terminals the freight traffic of the country. On all the two-track lines continuous trains could have been handled from one terminus to another, if the cars could have been rescued from the disordering conditions in which they were involved and lost to use. The railroad companies were unable to make proper use of their own rolling stock and main lines, all because of the congested condition of their terminals, in which there were tracks enough, but tracks so badly placed and arranged as to deprive the roads of the full benefit of their aggregate mileage.

The bad arrangement of terminal tracks was not alone responsible for the congested condition which then prevailed at Chicago, New York, Pittsburgh, and many other points. In an equal or perhaps greater degree the habit of hauling all the freight into the heart of a city and then hauling most of it out again was the cause of the trouble. If freight stations and yards located close to the center of the business district of a city were inadequate under the conditions that obtained in the winter of 1906-7, what will be the result at the next test, which will surely be a more severe one?

The conclusion is inevitable. Either nearly every one of the great railroads must increase and improve both its main line and such of its freight houses and yards as are now located in the heart of the city, or they must cease to bring all freight into the congested business center. Separate roads operating separate and independent rights-of-way to the separate and independent freight houses cannot do the work.

Year by year the railroads have gone on straightening their lines, reducing grades, and building additional tracks; and the result has been large savings in operating expenses. The time has now come to devise some plan whereby the enormous terminal costs will be lessened materially; and that city will benefit most wherein this problem shall be worked out first and best.

This report does not attempt to dictate; or to discuss the practical questions of railroading. Its aim in respect to transportation is the same as in regard to all other matters of Chicago’s welfare, namely, to incorporate such generalizations as are obviously true, logical, and helpful; because it is recognized fully that unless the railroads have power to improve their terminals, this city will be hopelessly left behind in the struggle for commercial advancement. The same spirit that is evoked to bring about other improvements is necessary also in the case of the railroads.

[Illustration: DIAGRAM A.]

[Illustration: DIAGRAM B.

LXX. CHICAGO. ASSEMBLING-INTERCHANGE; DIAGRAMS ACCOMPANYING THE REPORT OF THE COMMITTEE. C. W. HOTCHKISS, CONSULTING ENGINEER.

(A) Present method of handling interchange of freight on railroads in center of city. (B) Proposed method of handling interchange of freight on railroads by means of a belt line and clearing yards, disengaging the center of the city from existing freight congestion.]

In order to obtain for the community as a whole the greatest economy per ton handled, no goods should be carried into and out of the congested business center except those needed for construction, for retailing, or for consumption in that territory. Goods that are now brought into Chicago as a center, and from thence sold and distributed to the country outside of Chicago, should be stored at some point most convenient for the purpose,—most convenient for deposit and for reloading and carrying away to other points. It is obvious that the spot chosen be one most convenient for the shipping public as a whole; and therefore if common ground for such a great general depot can be found for all the roads, it will best answer the purposes of quick handling and of lowest cost per ton. A central depot, and common track facilities which should form a part of it, would bring about time and money saving both to the railroads themselves and to the trading public. For the sake, therefore, of the best interests of all the citizens of Chicago, it is proposed that great machines owned and operated in common by all the railroads be created to handle freight business.

[Illustration: LXXI. CHICAGO. SKETCH DIAGRAM OF DOCKS SUGGESTED AT THE MOUTH OF THE CHICAGO RIVER FOR PACKAGE FREIGHT STEAMERS.

A careful analysis of the entire freight traffic of Chicago shows that ninety-five per cent, in and out, is done by the railroads, and only five per cent is done by water. It is the opinion of leading merchants and manufacturers of this city, as well as of traffic managers of both rail and water transportation, that this average percentage of tonnage will not change in the future. This being the case, the location of a great common freight depositing and reloading station for all the roads should be located at a point most economical for them as a whole, at the common center of gravity so to speak. This center of gravity is at or near the location shown on the diagram. Here should be trackage capable of handling in the best manner all freight trains coming into or departing from Chicago, which are intended to do business other than local and suburban. It should be so arranged that individual incoming cars can be promptly placed beside the intended unloading platform or warehouse, where the goods can be handled with dispatch, and as largely as possible by machinery. The car so unloaded should be at once placed at the platform from which it is to take its new load, and then be entrained and started away to its next destination.

At this freight center may be the great warehouses of the city, arranged in reference to the tracks and service. These mutual relations must of necessity produce economy of handling goods, and economy of the closest sort. If the car and track service be perfected from the freight train standpoint, Chicago will have an advantage not possessed by any other trade center of the world, and her equipment will be fully equal to her destiny. The principal results would be the quick handling of freight trains by all the roads, their rapid unloading and reloading, and their exemption from passing into or through the crowded city. This would result in an enormous saving every year. Such a scheme can be carried out here, because the entire surrounding country is flat.

The relief from the congestion in the city now caused by bringing in and carrying out goods not to be consumed there will result in less crowding in the city, and also in the saving of its pavements, in much less dirt, and finally, in a mitigation of the smoke nuisance, because of the removal of freight engines and manufacturing to the new freight handling locality.

[Illustration: LXXII. CHICAGO. SKETCH DIAGRAM OF DOCKS SUGGESTED AT THE MOUTH OF THE CALUMET RIVER FOR BULK FREIGHT STEAMERS; ACCESS TO BE HAD WITHOUT OPENING OF BRIDGES.

Together with this freight handling center should be a harbor in connection with each of the two rivers, the Chicago and the Calumet. These two harbors should be connected underground or overhead by freight ways operated electrically, and they should also be connected with the freight handling center. The four elements, namely, freight center, two harbors, and the connecting systems, will then form one complete machine for doing almost all the transportation of goods for Chicago for all time. No doubt the present tunnel railway system should be tied up with and form part of this machine: all probably to be owned jointly by some general utility corporation. In such case any merchant or manufacturer, located wherever he may be, could, in the shortest space of time and at lowest cost per ton, receive goods from the great depository (the freight center) or send them to it for entraining.

The present underground system of tunnels already extends under all of the streets in the old business district of Chicago, and is extending on the North, South, and West Sides. It is connected with all of the railway freight stations, its floor is about 40 feet from the street surface, and is connected at that level with chambers under many of the leading commercial and manufacturing establishments and office buildings of the city, from each of which freight elevators deliver goods to and from the shipping-rooms above. Any existing tunnel system can be utilized as far as it will go in carrying out a complete system of underground distribution.

The freight handling center should become a perfect machine in itself. Trains of freight cars coming to or going from the city should be handled there, so that the individual cars may be placed at the particular warehouse from which goods are to come, and from these cars the new trains should be made up in station order. No considerable car supply should be kept on hand in this freight yard. In the course of time, when the freight business of Chicago shall have greatly increased, the present freight-car yards will be needed for storage of cars, and holding those needing repairs or rebuilding. The yards will then perform an important function, for when more cars are needed at the great central freight machine, they can be sent thither from each of the separate yards. Should a surplus of cars exist at the center of any road, this surplus can be withdrawn to that road’s own yard.

One of the large retail merchants of Chicago, when in need of a fresh case of goods, now telephones to his own storehouse situated far from his shop, and through the underground tunnel quickly receives goods in a sealed car. This method of supplying the merchant’s needs illustrates what will happen to all merchants when the central freight depot shall come fully into existence. A method that will work with precision, quickness, and close economy will relieve the down-town streets of freight traffic now hauled over them, and therefore make the streets cleaner and more lasting. Will not these great general facilities profoundly affect for the better the material prosperity of Chicago as a whole? When this system shall be put in operation, the better street plan, and the enlargement and improvements suggested for parks, parkways, and the Lake front, will cause the city to become permanently and highly prosperous.

In connection with the freight diagrams, the one numbered LXXIII should be considered. It shows a radical change in warehousing, and perhaps manufacturing, which will take time and cannot be put into effect abruptly, but is undoubtedly the logical outcome and ultimately must prevail. It also shows the present tendency of growth of both manufacturing and warehousing which seems to follow and cling to belt lines of railroad, especially when such lines run beside the River or Canal, where every sort of freighting economy now in vogue can be made use of. It is evident that while present methods continue in use, and until the great freight scheme can be put into operation, some common facility railroad highways must be introduced in order to improve the handling of freight in the direction of quickness and cost. The diagram (No. LXXIII) shows what these freight common facilities should be, namely:

1. An inner loop (A),

2. Loop (B), connected as shown with the inner loop,

3. Loop (C), also connected with the inner loop, and finally, loop (D).

If these three loops be wide, many-tracked, and operated for the benefit of all railroads, then the movement of freight can be increased in efficiency; and such manufacturers and warehousemen as build against the loops can be accommodated with everything needed to carry on their individual activities. Freight stations can be located on these loops wherever required, and each can be certain of quick and cheap service, the common facilities being operated by the railroads. A detail diagram for freight in the center of the city is shown in No. LXXIV.

[Illustration: LXXIII. CHICAGO. DIAGRAM OF THE CITY AND SURROUNDING COUNTRY, SHOWING RAILROAD CIRCUITS, B, C, D, AND E, WHICH ARE, OR MAY BECOME, TANGENT TO THE INNER CIRCUIT (A).

The diagram also shows the existing industries, and the probable trend of growth away from the center of the city.

It is proposed to extend the freight lines to the Lake front piers and harbors. The excursion-boat piers, as well as the recreation piers and those at the harbors, are to be thus connected. It is probable that many of the present freight houses of the railroads will remain and carry on their functions as at present, except as to goods now hauled into and out of Chicago, although intended solely for outside trade. As they are already connected by tunnel, they can be and will be used for the city-consumption trade, and to supply the great number of smaller retailers and others who cannot afford to operate separate individual freight elevators from their shops to the tunnel railroad.

At the present time much of the near-by farm stuff for housekeepers, hotels, and restaurants is brought into the city on wagons which load late in the afternoon and travel at night, reaching the general market at South Water Street or West Market at dawn. Much if not all of this freightage can be done cheaper to the truck farmers, and more satisfactorily to the consumer, by cars run at night on the trolley and elevated lines. Between one and seven o’clock in the morning these roads should render this important service. The saving of wear and tear on roadbeds due to the elimination of heavy teaming is, all by itself, enough to recommend the adoption of the above suggestion. Besides, the convenience of both producer and consumer is to be considered, and also the saving of time and the cheapening of provisions.

The proposed street plan of Chicago is based on a system of circuits and radials. This is also true of the railroad and traction systems. As shown on the accompanying diagrams, the heart of Chicago is surrounded by a circuit of railways, which may be said to follow Michigan Avenue, Canal Street, Sixteenth Street, and Kinzie Street. Following the same lines, a subway circuit may be constructed for handling freight, and another for passengers, the latter running, however, on Twelfth and Washington. To this circuit would be tangent three others enclosing areas increasing in size around the center of the city as above described. By means of these circuits a complete system of distribution of passengers and freight may be secured. To the inner circuit will relate the various services of distribution of the elements of life, produce, and commodities for manufacture; and on it should be placed the freight substations, the markets for general produce, the main post-office, and postal substations. The various services for water, sewers, power, telephone, and telegraph, also may be schemed on the inner circuit as a basis. To it will also correspond the inner circuit of boulevard circulation.

Although these various circuits do not correspond in exact detail to one another, they may be said to be virtually superposed, and to serve not only the intensely active center of the city, but also the enclosing zone as far as the second boulevard circuit—Michigan Avenue, Twenty-second Street, Ashland Avenue, and Chicago Avenue—an ideal condition if the main circulation of the streets be left free and uninterrupted in its working.

The center line on which balance the circuit A, and all the others to a greater or less degree, is the axial line of Congress Street. The two great arteries, Halsted and Congress streets, may be said to form the grand crossing, at the intersection of which it is proposed to place the civic center. The base of this civic center touches the west side of the inner circuit, tangent to which are all the other circuits. The importance of this inner circuit will thus be seen. The tangent or line of coincidence extends from Lake Street to Sixteenth Street. It may be used as the clearing-house for all the interests above described, coming to and going from the heart of the city.

[Illustration: LXXIV. CHICAGO. DIAGRAM OF THE CITY CENTER, SHOWING THE GENERAL LOCATION OF EXISTING FREIGHT YARDS AND RAILROAD LINES, THE PRESENT TUNNEL SYSTEM AND PROPOSED CIRCUIT, AND CONNECTIONS FOR ALL THESE SERVICES, RUNNING TO THE CENTRAL CLEARING YARDS.

The passenger lines entering the densely inhabited parts of the city should not cross each other or carriage roads at grade. Much has been done already, and much more is proposed to eliminate grade crossings. In European cities, and in some American cities as well, the railroads have taken great pains to beautify their rights-of-way, a step very important to the roads themselves, to individual passengers, and to the community at large. Cleanliness and pleasing treatment of the roadways, the embankments, the drainage channels, the fences, the yards, and the stations, large and small, insure better service on the part of the railroad employees, while the appearance of the city is immensely improved thereby.

[Illustration: LXXV. CHICAGO. DIAGRAM OF THE CITY, SHOWING COMPLETE SYSTEM OF INNER CIRCUITS.

(1) General traction subway circuit. (2) General railroad freight circuit.

The terminal stations in the city should be either above or below the street levels. They should be centrally located, but always arranged so as to avoid the closing of streets. The two best available locations for permanent passenger stations for all the roads are, first, between Canal and Clinton streets from Lake Street to Twelfth Street, and on Twelfth Street widened as proposed. In the case of the terminal stations between Canal and Clinton streets, the tracks either under or over street grades may be allowed to extend out to the street curb lines and possibly farther. Whether under or over the grade, the railroads should be allowed to occupy this entire space. In case the overhead system be adopted, there should be two open plazas, one preferably at Washington Street and the other at Congress Street; and the plazas should have no tracks above them, except passovers on each side of the plazas.

[Illustration: LXXVI. DRESDEN. VIADUCT AND RAILWAY STATION (HAUPT BAHN-HOF) PASSING ABOVE THE NORMAL STREET LEVEL, ILLUSTRATING THE TYPE PROPOSED IN THE OVERHEAD SCHEME FOR RAILWAY STATIONS WEST OF THE RIVER.]

In case of overhead installation, the roads may, for the present, burn coal in their locomotives. In case of depressed rights-of-way coal cannot be burned unless the spaces from street to street over the railways be kept open. In the long run, it will be very costly to do this, because all this space from street to street, so long as not needed by the railroads, could be used for markets, commercial booths, and warehouses, the rentals reducing the cost of operation to the road.

[Illustration: LXXVII. VIENNA. A RAILWAY VIADUCT PASSING OVER AN IMPORTANT STREET.]

In case of elevation, the viaducts over the streets should have sidewalk lights between the rails, and these viaducts should be freed of posts, deep girders being used; the walls and pavements should be as nearly white as possible. The Eighth Street subway under the Union Station yard at Washington, D.C., is a good example of what such a structure should be. There is no reason why these viaducts should not be very attractive when brilliantly lighted. Each should have a handsome police house in the center, with windows arranged to give a clear view of the entire space included under the tracks. There is no reason why this construction, even if elevated, should not present a very pleasing appearance as seen from Canal Street or Clinton Street. Whether there are buildings or only unoccupied spaces beneath, they can be enclosed by masonry walls extending high enough above track level effectually to screen the trains from view. Such a structure would be similar in general effect to the great Roman aqueducts. It might be made not only of practical value, but at the same time a highly interesting and even a grand architectural detail lending orderly distinction to that part of the city.

[Illustration: LXXVIII. SUGGESTED LOCATION AND ARRANGEMENT OF THE RAILWAY PASSENGER STATIONS WEST OF THE RIVER. SUBWAY SCHEME: 1. PLAN OF STREET LEVEL. 2. PLAN BELOW STREET LEVEL.

The Twelfth Street location would extend from State Street west to the South Branch of the Chicago River, straightened as shown on the diagram, according to the design for the passenger stations of Chicago which was made and published years ago. Here the purpose is to care for passenger service of every sort, except that of roads coming in on the West Side system. These stations should open on the great Twelfth Street Boulevard, which in front of the stations should be two hundred and fifty feet wide, and east and west of the stations should be one hundred and eighty feet in width. This boulevard would begin to rise at Michigan Avenue, and at the final elevation, which is at the level of the main floor of the stations, should pass over the River on a double-deck bascule bridge. This thoroughfare should come to the present street level at Canal Street, where there is to be a round-point from which a new street should extend to the civic center. As a one hundred and fifty foot wide boulevard, Twelfth Street should continue westward until it joins the West Park Boulevard now existing on the same line, west of Ashland Avenue. The present rights-of-way of the railroads passing under Twelfth Street can go into business use without loss to the corporations owning them. The freight systems and trackage for all of these roads should be underneath the proposed passenger stations and their yards.

[Illustration: LXXIX. SUGGESTED LOCATION AND ARRANGEMENT OF THE RAILWAY PASSENGER STATIONS WEST OF THE RIVER. OVERHEAD SCHEME: 1. PLAN AT STREET LEVEL. 2. PLAN ABOVE STREET LEVEL.

No more modern or perfect machine could possibly be devised for both passenger and freight in a great city’s heart than that included in the two schemes above shown and explained. Of necessity they should have an ideal street-car connection with all parts of the city. To accomplish this result it is proposed:

_First_, to carry the elevated loop along the side and east of the West Side passenger system; along the side and south of the Twelfth Street passenger system; thence over to the Alley L as at present, around by Lake Street and across to the West Side passenger station, forming a complete overhead circuit.

_Second_, there should be a surface street-car circuit following the same route, with minor circuits within it.

_Third_, there should be an underground street-car system following substantially the same route as first mentioned above, but extending under the main branch of the River and running east and west at or near Michigan Street. Two extensions of this service are shown north of the River, two south of Twelfth Street, and one west, at or near Ashland Avenue.

This entire system of stations and street-car routes is shown on diagram marked No. LXXX. If carried out, many times the present number of people can be handled in the center of Chicago; and all streets can be kept open on their present level north and south, east and west, giving every possible opportunity for circulation on foot and in wagons and carriages, since surfaces would be available for carrying people below and above the present grades.

The better circulation of people on the streets and on street-car systems is not all or even the principal gain anticipated. Of first importance is the restoration to general business of the territory from State Street to the South Branch of the River, and from Van Buren Street south to Twelfth Street. This area is almost as large as our present central business district of Chicago, in which there can now be no extension of such of our great industries as can succeed only when operated in the very center of the business district. Present conditions are crowding out enterprising men and vast capital. This new area must be added to the old, and by no other means than those proposed can this be done. The regions north of the main River and west of the South Branch are filling up solidly and very rapidly with business, such as is not and never will be done on the old location from Van Buren Street to Water Street; meanwhile there is the most urgent necessity of extending the space for the kind of business that is and always will be done on such a location as the one proposed. If this is the case now, what will be the case ten years hence? We cannot act too promptly in regard to creating and maintaining perfect street circulation, car circulation, and extension of area for the heart of Chicago. We cannot get ready too soon for the enormous extension of all those facilities the necessity for which is already pressing.

By the arrangement of passenger stations at Canal and Twelfth streets, the business center is convenient for pedestrians, and with the addition of the underground and overhead loops, the entire business district is within easy and comfortable reach. This applies to both through and suburban passenger traffic.

This report does not go into details of the roadways and stations, either trunk or intramural. Routes are suggested which seem to be the natural and logical ones. The expert engineers will find the best solutions of the constructive and mechanical problems as they arise. But all citizens are interested to see that the best and most comprehensive general schemes shall be adopted, and that in carrying out of any one of them, every detail shall be designed and executed with regard to its effect on the senses as well as on the basis of mere mechanical or constructive excellence. A million Chicago people who habitually use railway facilities will possess a higher average of good citizenship when the irritation of nerves is reduced to the minimum, and within a few years most of the waking hours of a million Americans will be spent in the business center of Chicago, where unpleasant sights and sounds should be abolished. The community will get far more out of its million workers when their nerves cease to be wracked by irritating conditions.

[Illustration: LXXX. CHICAGO. DIAGRAM OF CITY CENTER, SHOWING THE PROPOSED ARRANGEMENT OF RAILROAD PASSENGER STATIONS, THE COMPLETE TRACTION SYSTEM, INCLUDING RAPID TRANSIT, SUBWAY, AND ELEVATED ROADS, AND THE CIRCUIT SUBWAY LINE.

The last is designed,—(A) To connect all railroad stations with one another. (B) To connect passengers from all points of the city within and without the center with the railroad stations by transfer from the subway line proposed in the Arnold Report. (C) To supplement by transfer the interchange of passengers from traction lines going through the center from the North, South, or West to any point in the city.

Again, the noises of surface and elevated road cars is often excruciating. It is not denied that this evil can be largely mitigated. These conditions actually cause misery to a large majority of people who are subjected to the constant strain, and in addition they undoubtedly cause a heavy aggregate loss of money to the business community. For the sake of the state, the citizen should be at his best, and it is the business of the state to maintain conditions conducive to his bodily welfare. Noises, ugly sights, ill smells, as well as dirty streets and workshops or offices, tend to lower average efficiency. It does not pay the state to allow them to continue. Moreover, citizens have pride in and loyalty to a city that is quiet, clean, and generally beautiful. It is not believed that “business” demands that our present annoying conditions be continued. In a state of good order all business must be done better and more profitably. With things as they should be, every business man in Chicago would make more money than he does now.

[Illustration: LXXXI. CHICAGO. RAILROAD RIGHTS-OF-WAY AND PROPERTIES IN THE CENTER OF CITY AND THE EXISTING RADIAL ARTERIES.

In regard to the mail service of Chicago this report can have little to say. Only expert public officials trained in handling the mails are capable of discussing it; and apart from the pneumatic tube or other circulatory system it does not affect our special problem. From motives of economy the Federal Government has incorporated post-offices in the same buildings with United States courts and other public offices. The time has come for a change in this respect, and it is to be hoped that such a building or buildings as this service will need in order to do its great and fast-growing business will be located where needed for post-office purposes, and be designed as to subserve these special functions. The Federal Government should work out a complete scheme for handling the mail matter of Chicago. The location of the central post-office and substations should be determined with a view to economical reception and distribution, all having reference to one another, to the railway mail stations in the city and suburbs, and, as before stated, to the general system of railway circuits. If it be possible to determine the future route of overhead, surface, and elevated street-car systems, they should be brought into the consideration of the Chicago mail service scheme. Strict economy and quick collections and delivery are all involved in this study.

The general trend of improvement is in the direction of central plants for heating, lighting, and power, because such plants are found to do the work more economically than separate stations. The individual buildings would, in such a case, cost less initially by leaving out much of the mechanical work now installed; and also they would make saving by greater cleanliness, due to improved atmospheric conditions. For it stands to reason that the abolition of a large majority of the smokestacks of the down-town district would improve the air we breathe, and relieve us of much of the cost of cleaning buildings, inside and out, and of protecting goods.

[Illustration: LXXXII. CHICAGO. DIAGRAM OF GENERAL SCHEME OF STREET CIRCULATION AND PARKS IN RELATION TO THE AREAS COVERED BY INDUSTRIES AND MANUFACTURES (RED). THE CENTER OF INDUSTRIES IS INDICATED BY A STAR. RAILROAD PROPERTIES AND LINES IN BLUE.

The embellishment of stations and station grounds of railroads first began in this country on the Boston and Albany and the Pennsylvania roads. It is now a feature all over the country; it adds immensely to the pleasure and comfort of travel, and especially of suburban travel. So strong is this attraction that many an owner of a large subdivision in the suburbs not only recognizes it, but he puts into practice at and near the station all the arts of landscaping at his command. In a very few places especial pains have been taken to plant for winter effect, as well as for effects depending on full foliage and blossoming shrubs. New winter effects should be studied in the parks, boulevards, playgrounds, and for all stations. It generally calls for expenditure of thought; but very little, if any, extra expenditure of money is involved in procuring charming results.

As a rule, the general aspect of our suburban stations is not pleasant. They should be bright, cheery, and inviting in a high degree. More study, not more money, is needed for this work. Let the architectural schools and societies take up this topic; it demands artistic imagination as well as skill. Let the man who undertakes this problem think of the hundreds or even thousands of people who must habitually use the given station, and let him do his utmost to bring into being for these people something that shall be a joy to them. A delightful station conduces to cheerfulness as a man goes to work and as he comes home, while a shabby or neglected station produces the opposite effect.

The problems of transportation have been viewed entirely from the standpoint of the paramount interests of Chicago as a commercial city. It has been assumed that what is for the greatest advantage to the city as a whole, will also be of the greatest benefit to the transportation lines both collectively and individually. Just as the realization of other portions of the plan call for harmonious and united action on the part of civic authorities, so the carrying out of the recommendations in respect to transportation will necessitate unity of action on the part of the managers of transportation facilities. Each must yield in some particulars in order to bring about the great end sought; but whatever concessions may be called for, they will be found insignificant when compared with the great gain which will result to the transportation systems themselves from creating here in the central metropolis of the United States a complete system of handling both freight and passenger traffic so as to promote the convenience of the people, and to enhance the commerce of the city of Chicago.

[Illustration: LXXXIII. THE VIADUCT AT AUTEUIL OVER THE RIVER SEINE, PARIS, FRANCE.]

[Illustration: LXXXIV. CHICAGO. THE CENTER OF THE CITY LOOKING WEST, SHOWING GRANT PARK, THE HARBOR, AND THE CIVIC CENTER.