Chapter I: January 2-The People. II. February 6-The Place. III. March 2-The Work (2)

It would substitute for a mean and shabby portion of the city an ensemble beautiful and effective, and it would bring a large open space to the very edge of a poor tenement section. Owing to the local topography, the proximity of the improvement would not change the character of a large portion of that section; but it would bring civic art almost to the doors of the residents of the neighborhood. My judgment is that the plan does not go far enough. I shall reserve my supplementary suggestion, however, for more appropriate consideration at another point in this paper.

One more comment might be made upon the aesthetic possibilities of the business section before we pass to the tenement district. It is the universal experience of towns that the first streets parallel the water courses. As the business portion of Pittsburgh is located on that tapering point of land where the rivers draw together at an acute angle, it follows that streets must meet at similar angles, and the cross streets multiply them. Very often at these intersections, small triangles are formed, which might have been preserved as open spaces at slight expense before the demand for building room became so great. Although that opportunity has passed, the sharp building lot corners, with the conspicuousness given by a directly approaching street, still offer to architects an opportunity that is rare in American cities. Little advantage is taken of this opportunity. The Wabash Station is one illustration of how much more interesting from an architectural standpoint business Pittsburgh may some day be made.

II.

Completely surrounding the business district of Pittsburgh, in a belt of varying width that disregards the intercepting river, is a section of mean streets, of crowded housing conditions, and if not of genuine poverty, at least of the discomforts which poverty elsewhere brings. This juxtaposition is a familiar phenomenon in urban development, for it is based on the social necessity that the least paid wage earners live within walking distance of their work; on the willingness, and even desire, of the well-to-do to live at a distance from the noise and smoke of business sections; and on the attraction which the constant stimulus of "city" life exerts on those who have few other sources of entertainment. That the river sides do not relieve and break up this belt, is due in part to the local topography. Across the Allegheny, the land is low and subject to flood; across the Monongahela, there is only a narrow strip between the river and the highlands that, rising steeply, offer sites with purer air and wider outlook but that must be reached by riding. Neither river is itself attractive as an outlook for residences.

The civic improvement needs of this poorer and crowded district may be grouped under five general heads. These are: (a) municipal,--as the matter of street improvement; (b) housing,--with which this discussion does not attempt to deal; (c) playspace and opportunity for children; (d) park provision,--which may best be considered in connection with the similar needs of the whole community; and (e) bathing facilities,--which here can be no more than mentioned.

(a) Municipal. The primary municipal need, in so far at least as the region adjacent to the Allegheny is concerned, is flood prevention. That is a city matter plus a good deal else, which will be considered elsewhere in this issue.

The street needs are many and pressing. Conditions in this matter are absolutely disgraceful. Narrow streets are the rule in old Pittsburgh, and smooth pavements cannot be expected upon steep streets. But with all possible allowance for these facts, there is much that might be undone. The streets are not all steep. Steep streets can be kept clean,--more easily, indeed, than others. Cobblestone pavements can be banished.

Well laid brick pavements, or asphalt, or smooth wood blocks where practicable,--and all frequently flushed, are a necessity for this region. Cleanliness, too, should be the rule in the streets and alleys of the poorer sections; and it is here especially that the standard of municipal administration in Pittsburgh needs raising. Only within the past year has the public removal of rubbish been adopted as a municipal function.

It may be profitably reflected that in no other area of the Pittsburgh District would an equal amount of improvement affect so many residents. With original paving costs a general tax, with sanitation in this section a matter of prime importance outside the locality itself, and with the borrowing capacity of the city very large, there ought to be a pretty general reconstruction of the street surface of this district on modern lines. Such improvement ought not to be difficult and, incidentally, should appeal to the pride of Pittsburgh. The stranger, arriving at any of the railroad stations, finds little to admire in the business district. And when he leaves that, in whatsoever direction he goes,--whether to the fashionable East End, to the Carnegie Institute, to any of the parks, to the pleasant old-fashioned homes in Allegheny, or to the heights beyond the Monongahela, he must pass through this dreary belt of municipal neglect. It is here that unfavorable first impressions become fixed. These regions give a bad character to the whole city.

The necessity for playgrounds is pressing, so pressing that an earnest, self-sacrificing effort has been made to meet it. The work of the modern playground gives benefit in three directions: physical, social and educational. This is recognized by the Pittsburgh Playground Association, an incorporated body which receives appropriations from the municipality, supplements these with private donations, and with the volunteer work of individuals and clubs. In recognition of the threefold aspect of what is sweepingly called the "playground" movement, the association conducts "recreation parks" and vacation schools, as well as mere playgrounds. It holds the theory that "there should be three kinds of recreation centers: first, the school-yard for small children who cannot go more than a few squares from home; then the larger playground with apparatus and facilities for healthy play for all the boys and girls of a neighborhood; third, the athletic field, where teams may meet and where the interest of the community may center." It is clear from this that the lack of play facilities arises from insufficient material provision rather than from inadequate ideals. These provisions are gradually increasing but they have far to go before they will be complete. Thirty square feet of playground space for each child is the minimum provision recommended in Washington and London, and in a bill lately introduced in the Massachusetts Legislature. If the allowance seems too liberal, translate the "thirty square feet" into six feet by five,--the size of a desk! Rich Pittsburgh falls woefully short of this figure. Her need is for more, and more adequately fitted, playgrounds. The poorer districts need them most and the first provision should be made there. This is said with due regard to the limitation of a playground's scope. The sore need for parks located more conveniently to the immense working population, than the present parks of Pittsburgh are, and developed more appropriately to their needs, has not been confused with the community's need for children's play-spaces and recreation grounds. The latter is a separate, urgent and co-existent want, concerned, as is park provision, with the very structure of the city, involving similarly its social welfare, and making a strong appeal in the name of the children. Such a survey of available sites (without buildings or with buildings of little value) as that undertaken by the playground association the past summer should be made the basis for the reservation of sites in congested neighborhoods and outlying districts.

III.

The manufacturing area will not detain us long. It is no one region. Industry is evident everywhere. Pittsburgh is held inescapably beneath its thraldom. Two matters in particular present themselves in noting the relation of the manufacturing plants to the improvement of the city. One deals with their own surroundings and grounds; the other is the smoke.

With a few encouraging exceptions, there has been little attempt to beautify factory surroundings. The exceptions prove what can be done, but it should be recollected that in the Pittsburgh District the handicaps to such ameliorations are particularly great. The ground is mostly clay and shale; smoke and ore dust are very trying to vegetation under the most favorable conditions, work is done at tremendous pressure, the products are heavy, and as a rule the manufacturing plots are no larger than necessary, for actual manufacture, storage, and shipping. Yet it would seem that the Chamber of Commerce might properly add to its committees one that would foster this kind of improvement.

As to the smoke, Pittsburgh's most famous because most obvious drawback, the subject has in the last two years been tackled bravely by the Chamber of Commerce. Its campaign resulted in the appointment of a chief smoke inspector and three deputies, attached, significantly, to the Bureau of Health. Large powers are given to these inspectors. The undue emission of smoke is declared a "public nuisance" for which "the owner, agent, lessee or occupant" of the building, and the "general manager and superintendent, or firemen" are held accountable. In support of the ordinance, two hundred business men went in a body to the council's chamber, vigorously resisting the attacks made upon it.

IV.

The East End I can best discuss under three heads: a. The residential section. b. The educational and cultural center, which is building at its portal. c. The approach from the business section.

As a section of beautiful homes, the East End is at once disappointing and satisfying. If there is the usual conglomeration of architectural styles and if occasional atrocities in domestic construction and landscape design for private grounds are to be found here as in other cities,--and they certainly are,--yet the general average of the domestic architecture and of the garden, or lawn planting, is unusually high. This can be asserted without regard to the money expended,--since good taste is happily not dependent on high cost. The expenditure for both houses and grounds is certainly well above the average, but this only increases the danger. It is to the credit of Pittsburgh's architects and gardeners, and to that of the well-to-do citizens who are so likely to demand their own way in the creation of their homes, that the results are so excellent. Significant in this respect is the fact that several of the churches are of great merit; and if it be said that the irregularity of topography readily lends itself to unusual and charming effects in house location and lawn development, there should be recollection of the balancing handicaps of poor soil and grimy air.

But if private work is, as a whole, of a high order, the municipal work with the exception of some fine schools is mean, unimaginative and weak. Here surely in street work was the place for boldness, splendor, and large conception. Here liberal outlay was justifiable and would probably have been popular; here, in this comparatively new territory, obviously to be the home of the well-to-do of Pittsburgh, there was a chance to plan for the city beautiful, to design in accordance with modern artistic principles.

Think of what ought to be here,--the broad avenues, with wide strips of parking at side or center; the well-built roads; the interesting vistas; the occasional bridle paths; the rapid transit facilities, in a reserved right of way partially planted out, where cars could make quick time without peril to other traffic; the round points at important intersections of avenues; and all the other beauties and conveniences known to the modern art of city building. But see what we actually find! The narrow streets persist. The heavy cars go rattling and roaring along the middle of the road on protruding and dangerous T-rails, the tracks taking a good half of the total space. The strip of parking between walk and curb, if there be any, is hopelessly narrow. Gaunt telegraph poles, burdened with a mesh of wires, stand where the trees should be. Here and there billboards and lettered fences flaunt commercialism and burlesque art in the face of beautiful homes and of the Carnegie Institute itself. Of course, there are exceptions. There are some short streets and semi-private ways that are good. But the general impression of Pittsburgh's East End has been described.

If it be not too late, if the rich of Pittsburgh are willing to contemplate a generous expenditure for the better setting of their homes, they should secure a plan for the recasting on noble and comprehensive lines of the whole section.

Because a few such men, who command the means to make their ideas effective, have had public spirit, generous impulses and broad ideals, a very interesting educational and cultural center is developing at the portal of the East End. It is one of the few examples in this country of consciously directed growth, though it should be added that it has its limitations in the fact that as yet that growth has not had professional direction, and seems still vague and uncertain as to the general scheme. Take, for descriptive purposes, the Carnegie Institute as the center of the scheme. We find directly west of it the entrance,--yet to be formally developed,--of Schenley Park. On the edge of the park and still back of the institute, the great group of Technical schools is building. On the other, or north side of the institute, is a valuable tract as yet vacant. A bit to the east of this, and a couple of blocks north of the institute, is the new cathedral, with no adequate setting and at an unfortunate angle with the institute, but inevitably a unit of the general scheme. In the same neighborhood the new high school is to rise. On the other, or west side, of the vacant property is the Schenley Hotel in spacious grounds; further north is the War Memorial Building and across from it are the sites of the University and Athletic clubs. Then comes the new property of the University of Pittsburgh, which is built with ampleness of design. Back of all, reaching over a hill that will frame the picture in this direction, lies the Schenley Farms property,--a large tract, held at high prices for expensive development, and capable of a picturesque and beautiful treatment,--if only that costly, commonplace checkerboard development can be foregone, which consists of cutting straight streets into the hills, at vast expense, to the destruction of what is picturesque, and at the sacrifice of building area. This tract, owing to its elevation, is so conspicuous a feature that its proper treatment is essential to the artistic success of the whole scheme. The architects, who, at the exhibit of 1907, displayed a plan for a civic center, put forward also a plan for a rearrangement of the streets in this region, for a widening of public spaces, and a tying together of the various separated units.

There is need only to add that the site of this center is strategic from the civic improvement standpoint. It not only lies at the portal of the East End, but on the west and north the highways to the business portion, including Grant boulevard, make it a focal point. There may be criticism of its choice as an educational center, especially for the Technical Schools, on the ground that it is far from the population to whom the proffered facilities would be most helpful. But it is approximately at the Pittsburgh District's geographical center, and there is convergence of street car lines to within a quarter-mile's park walk. The city itself gave the site.

Library to Right.]

In speaking of the civic center scheme for the business district, earlier in this article, I held that it should be supplemented by a larger one. This larger plan would provide a fitting approach to the East End, and could be made to join the two great improvement projects.

Owing to the interruption offered by Herron Hill, the usual approaches now to the East End are by Forbes street or Fifth avenue,--two mean and crowded thoroughfares, a block apart, that parallel the Monongahela and carry street car traffic by the shortest route to the Carnegie Institute region and the section beyond; by Wylie and Centre avenues (half over the hills), or in a roundabout way, by Liberty street or Penn avenue,--again relatively narrow and crowded thoroughfares, and for the most part meanly built up; or, finally, by Grant boulevard. The latter, beginning near the Union Station and cut out of a hill at much expense, was an attempt to provide a pleasant approach. Like the drives and viaducts serving the outer park reservations, it shows imagination and engineering skill. It is indirect, however, is too narrow to carry the bulk of the vehicle traffic, and with its cuttings, vacant property, sunny stretches and aggressive billboards, it is not yet inviting but it could be made attractive by terracing and parking. The need, however, aesthetically and practically is for an approach that shall be better than any of these.

Forbes street and Fifth avenue run east from the jail and court house in perfectly straight lines. They are at approximately even grades for a mile, separated from each other by only a short block. At Seneca street the grade changes, and from there on any joint improvement would involve a viaduct or other device, until the streets grow parallel, and close together again for the final half mile to Schenley Park. Suppose the two streets thrown together in one broad and splendid way, from the jail straight eastward for the first mile. None of the property here is expensively built up; most of it is exceedingly poor and shabby. There are, for the whole distance, the two streets and an alley, a total width for the whole distance of probably at least 140 feet that is now public property. At short intervals there are cross streets, to the number of about a dozen; these also are public property. And there is a school in the area to be used. Thus, altogether, the municipality already owns, one may confidently say, more than half of the land that would be required. The only question is concerning its wisest utilization. It may be admitted that to buy the intervening private plats, unifying the public property and making it available for a single scheme, would involve large cost. But there would be much on the other side of the ledger. Think of the noble thoroughfare, with its special lanes for high speeding surface cars, its quadruple roadways, one for fast moving and one for slow moving vehicles in each direction, its lines of trees and shaded walks; think of its convenience, its directness, its capacity, its spectacular sufficiency; think of the increase in the value of the abutting property. Under the Pennsylvania Law of Excess Condemnation part at least of this value would accrue to the city, as in the case of the great London improvements. Even in the matter of absolute (initial) outlay, the expenditure would probably not be greater than for the subway now proposed, while it would grant practically equivalent facilities for transit, as far as rapidity is concerned, with many other advantages.

Instead of expending a vast sum to give setting to a group of public buildings, in the proposed civic center, this parkway could be made to give the adequate setting incidentally. Certain ones would be placed along its margin at the western end. Further, the improvement, instead of redeeming one small space, would redeem two streets for a mile at least. It could even be extended farther by means of a viaduct or some other device, and ultimately carried clear out to Schenley Park.

There is no opportunity in this discussion to go into the project with detail. Even the Eastern terminus of the improvement must be left for later consideration. But it is plain that should the avenue stop at the mile, that much would be worth doing and would immensely increase the comfort and decrease the delay of getting to the East End. Further, the splendid avenue would be democratic in its benefit, since the trolleys would have their place in it. The wage earner would go bowling home or to business as well encompassed as the motorist. The social benefit of that, and of the ceaseless entertainment which the traffic of the gay avenue would offer, is to be esteemed. There is no park so popular as a great street.

V.

Pittsburgh's built-up suburban district is varied and far scattered. It lies along the rivers, as at Sharpsburg, in industrial towns; it lies among the hills, as at Sewickley, in purely residential areas. It is reached in some places by steam cars, and everywhere by trolley. It is the home of the millionaire and of the moderate wage earner. At times it is beautiful, and at other times it shows hardly the beginnings of aesthetic aspiration or social consciousness. No brief discussion of it is possible, for each separate suburban community would have to be taken by itself. But in a general way this can be said: As nature has given to Pittsburgh one of the most picturesque city sites in the world, so she has done what she could to circle the city with lovely suburbs. With sane and artistic planning, popular co-operation, and a degree of patience, the beautiful suburb with winding roads, entrancing views, individual privacy and communal neighborliness, might have been secured much oftener than it has been and it might have been brought within the financial reach of much greater numbers.

For suburbs rapid transit is essential; and that as yet has had nothing like the development one would expect near Pittsburgh. The subway plan involves the radiation from the loop of long, straight roads furnishing to certain outlying sections a transportation much more rapid than at present offered. With low fares, this should mean much to crowded Pittsburgh. But the time to improve suburbs is before, not after, the rush thither begins. The suburbs must act as quickly as must the East End, the playground supporters, the designers of an educational center, and the builders of an adequate East End approach. In all that Pittsburgh is to do for civic improvement she must act at once, generously and with comprehensive grasp.

VI.

With the exception of occasional ornamental spaces, and a few parks so small that they have only neighborhood importance, the parks of the Pittsburgh district may be said to consist of four public reservations. These are Schenley and Highland, in the East End; Riverview in Allegheny; and, in the older portion of Allegheny, the reservation,--once a great hollow square,--like a New England common; now in part relinquished to the railroads. Neither in total acreage, nor in distribution, nor in manner of development, are these parks what Pittsburgh ought to have.

Perhaps, of its kind, the old park in Allegheny is the most satisfying. Located close to the homes of a very large population from whom the country is far removed, it offers long, level stretches of greensward where good trees cast grateful shadows, with walks that one may use even when on business, with numberless benches that are never empty on summer days and evenings, a little lake at one place and now and again a fountain where the splash of cool water gives ceaseless entertainment. It is a pity that this park was deprived of nearly half its former area, that the railroad might have a convenient path.

Highland and Schenley, over in Pittsburgh's East End, are elaborately and expensively "improved." You get into Highland through a monumental entrance; costly beds of annuals confront you; from the reservoir heights there is a superb view; in a lower corner there is a Zoo, which is remarkably well set; and there are some charming retreats. It is a pretty good park of its kind,--a very costly, luxurious kind; and though it is located in an expensive residential neighborhood five miles from the city hall, a good many people get to it on holidays. It does some social work although far from the amount desired. Schenley does very little. The Phipps Conservatories, happily located near the entrance, are much visited when "a show" is on; somewhere in the inner recesses of the park there is a driving circuit, of which the crude old grand stand looms on the landscape like a combination of lumber yard and weatherbeaten country barn, and somewhere else there are golf links, maintained by a private club, where you may play if properly introduced! On the Fourth of July, fire works bring a crowd to the park. But it is significant that while there are costly bridges and many drives, there are no paths or walks. The cars touch only one projecting corner, and there are no park carriages. He who has not his own horses, or his own motor car, need not enter the East End's Schenley Park. For it is, typically, the East End's park, adapted fairly well to its neighborhood, but not at all serving the democratic needs of Greater Pittsburgh.

Here is a great industrial city. The scores of thousands of people whom the parks should serve are many of them foreigners, and the mass of them are workers over a single piece. Practically all of them work amid smoke and grime. The beauty of nature may be a new thought to these people. They should be helped to appreciate it, but they must be given first what they do understand and enjoy,--entertainment, vivacity, and brilliancy. If Schenley Park is little visited; a trolley park far away, where swings and boats, slides and ponies, keep something going all the time, is crowded day by day; and when, in the moonlight, shadows lie on the hills of Schenley, and the stars look down on deserted though free acres, other parks that are garish with a blaze of electric lights are thronged with people who have gladly paid a fee for admittance. There they find something to see and to do.

Industrial Pittsburgh ought to take pride in developing the special kind of park facilities that its population needs, and in setting an example to other cities. A comprehensive system of children's playgrounds would do something toward this; the proposed mall or parkway approach to the East End, where some thousands of the relatively poor would find, almost at their doors, a mile long open space with its ceaseless urban entertainment, would do something more; a system of small open spaces or outdoor social centers, where a man could smoke his pipe and chat with his neighbors, his wife at his side and his children at hand, would make further contribution; and the riverside park proposed for the business district, still further. But there should be two or three well-distributed and readily accessible large parks that would be real municipal pleasure grounds. Here should be ample athletic fields, a swimming pool, and a large field house; a band playing at frequent intervals; swings and boats; cheap conveyances that would make the whole space available; illuminations and song festivals; and refectory accommodations, with tables placed attractively out of doors, and wholesome food and drink at low prices. Tired workers, going to this free public park, should find entertainment. Little by little, and incidentally, they might learn there the more tranquil pleasure of contemplating nature.

There are various places in Pittsburgh where such parks could be established. One, that seems to be singularly adaptable is Brunot's Island. There is Maple Park on the South Side. For a neighborhood park, which by mere convenience of location and inherent interest should invite the Pittsburgh workman out of doors, the steep bank that rises across the Monongahela offers a site very distinctive and appropriate. Day and night the interest of its outlook would not cease. It would require little development. Inclined roads already scale the cliff, and midway stations would make any terrace available. And whatever landscape improvements were made would be visible and enjoyable from the business streets themselves. In Allegheny such a park site is already owned on Monument Hill.

Schenley Park.]

The site of the penitentiary may some day become another available park site, for a penitentiary in the heart of a city is undesirable. Another wonderful park site, so wonderful that it is difficult to perceive why it has been so long neglected since track elevation has made it available, is the tip of the "Point." To-day it is a dumping ground. Aside from the historical and natural charm of this location, should be noted the breadth of outlook it offers, its free currents of air, its proximity to a large working population and the possibility of its attractive connection with a yet larger area by means of the suggested embankments which would practically form a riverside promenade and parkway to it.

With the acquisition of more parks it would be possible to arrange an interesting connecting system of boulevards and parkways. It is not enough simply to designate an existing street a boulevard. Calling it so does not make it so. And when Pittsburgh awakes to her greatness, and appreciates the surpassing beauty that might be hers, there is no reason to doubt that among other things she will commission the planning of an excellent system of drives.

There are naturally beautiful runs, now despoiled with mean dwellings and made little better than open sewers, that might be transformed into parkways; and there are hills and stretches of fair country that could be had now for a song for an outlying park system. It is true that all this will demand money, but there are no improvements that by long term bonds can be so justly made a mortgage on the distant future as those for parks. School houses, fire houses, public buildings, deteriorate with the lapse of time, but parks and boulevards become yearly of greater value.

VII.

The final word, which has to do with the needs of the whole community, hardly requires saying. It is a plea for comprehensive planning. Surely, if ever a city needed the definite plan that an outside commission could make for it, it is Pittsburgh. In most cities the "improvement" problem is largely aesthetic. In Pittsburgh, it is also economic and social. Its correct solution is something more than a desideratum; it is a need.

EFFECT OF FORESTS ON ECONOMIC CONDITIONS IN THE PITTSBURGH DISTRICT

W. W. ASHE
U. S. FOREST SERVICE

Three rivers determined the location of Pittsburgh. They have been important factors in creating its industrial position; they are now important agents affecting the health and earnings of thousands of its citizens. The two score of iron and coal towns which are known as the Pittsburgh District, fringe the banks of these rivers. Mine, factory and furnace alternate with the residence settlements of the laborers, and they and the railroads compete with the streams themselves for ownership of the narrow strip of land between low water and flood crest. With every recession of the floods, man crowds the streams, only to be driven back when they reassert their suzerainty. Whatever can be done therefore, to tame their caprices, to equalize their flow, either by lowering the flood crests or increasing the low water stages, adds to the well-being and prosperity of men who work at forge and furnace, or go with the barges,--men whose living is from day to day, and to whom the idle day brings want.

The flood is the open expression of the rivers' authority. But they have another and more subtle influence. It is less direct, but it has a wider relation to the well being of the city, not only affecting the laborer who lives on the lowlands, but affecting all citizens alike. The rivers and their tributaries near which Pittsburgh and the surrounding towns are situated, furnish these in most instances with their water supply. The character of this water affects the health of the users, and their working efficiency.

All the drinking water used in the Pittsburgh District, except that from artesian wells or similar primarily pure sources, has been contaminated by the sewage of towns and villages higher up the rivers. Through such contaminated water typhoid fever and other zymotic intestinal diseases are widely disseminated. Scarcely a town in the steel and coal district has not been devastated by an outbreak of this dread scourge. The condition of Wilkinsburg is typical, its water supply being contaminated by the sewage of more than twenty towns. The new filtration plant for Greater Pittsburgh delivers to most of the city a drink much superior in quality to the highly polluted waters generally used. But filtration is only a first step toward purity, and toward decreasing typhoid fever and the other water-borne diseases. Filtration removes a high percentage of the pathogenic bacteria by which these diseases are transmitted; but a highly contaminated water, such as that of the Allegheny River, purified even by the best methods of sand filtration, is not pure water. Intelligent users must at length realize this and demand for their own health not a purified water merely, but a primarily pure supply, safeguarded by sedimentation and filtration against occasional contamination. Within easy reach of Pittsburgh and nearly every one of its satellite towns, lie abundant sources of primarily pure supply, in the forest-protected mountain streams.

Hitherto the cost of purchasing a forested watershed and holding it as unproductive property has deterred cities from seeking such sources. That difficulty no longer exists. Forest lands have now a recognized and constantly increasing earning power. If a watershed is purchased at a reasonable price and is well managed, it will become, as stumpage further appreciates in worth, a valuable municipal asset. Or if a town is small and unwilling to assume the responsibility of such management; it can well co-operate with the state in developing a system which will secure to it pure water, and at the same time preserve to the state the earning power of its forests which are among its most valuable natural resources.

Domestic water supply, however, is largely a matter local to each town or each group of towns. But the wage earners of the whole Pittsburgh section are yearly vitally affected by the rivers in a different way. The earnings and even the lives of thousands, especially of those living in the low districts of the larger cities, are threatened by the winter and spring floods. These floods frequently result in losses to wage earners aggregating several million dollars a year. In the flood of March, 1907, it is estimated that more than 2,000 families in the river districts of Pittsburgh, and an equal number in the low lying sections of nearby cities, were forced from their homes or their stores by high water. Quantities of personal effects were injured or destroyed; lives were lost; and much suffering followed the winter exposure. The effect of the flood in increasing certain kinds of disease is shown by a comparison of the pneumonia and typhoid records in the flooded wards of Pittsburgh. Dr. Beaty of the Pittsburgh Bureau of Health gives us the number of cases of these two diseases in certain wards on the North Side, which are largely tenanted by laborers, and were partly inundated.

In March and April, 1906, when there was no flood, there were fourteen cases of pneumonia and forty-eight of typhoid fever.

In March and April, 1907, when the flood had a height of thirty-six feet, there were forty cases of pneumonia and 118 cases of typhoid fever, more than twice the number of the preceding year.

During the flood the water and dwellings in these districts became badly contaminated by human waste, since the flooding of toilets and sewers prevented their use. At the same time many families usually dependent upon street hydrants for domestic water had to make use of this extremely impure river water. This affected large numbers of people, many of them recently arrived foreigners unacquainted with methods of securing ready relief. But a more general suffering was occasioned by the loss in wages through the closing of large establishments whose plants were flooded. It was estimated at the time by one of the local newspapers that more than 100,000 people in the Pittsburgh District were idle for an average period of a week on account of the March flood of 1907. A typical example is the National Tube Works, where different departments were closed from ten to fourteen days, throwing about 10,000 men out of regular work. About 4,000 of these were employed for three days as laborers, cleaning up after the water subsided. The same thing is yearly repeated in many other large factories as well as on the railroads. It is no exceptional occurrence. A similar, though less severe flood occurred two months earlier the same year and another in March, 1908. It is indeed an exceptional spring when there is not a flood. The losses to laborers by curtailment of wages from this cause are seldom so excessive as they were in the flood of March, 1907, but they amount annually to more than $100,000. Moreover, this loss takes place in the winter, when the wage earner can least afford it.

The river floods cannot be prevented by local effort. Their damage is by no means confined to Pittsburgh; it extends the entire course of the Ohio River and its most important tributaries; its causes originate in other states besides Pennsylvania. Although the state and even the cities might well co-operate in certain ways, the prevention of these floods is a problem for the Federal government to consider.

The cause of a flood lies partly in natural conditions. The run-off of the Allegheny and Monongahela Rivers is naturally concentrated and the highest floods occur when a deep snow on a frozen soil is suddenly melted by heavy warm rain. But their height has been accentuated by human agency; and this points to the two necessary phases of river flood control work. One is the re-establishment of normal forest conditions. This means not so much a great extension of the forest area, although there are many steep slopes now cleared which should be re-wooded; but it means the restocking as densely as possible of lands which have been cut or badly burned and are thinly or partially wooded. This is a means to an end. The forest produces a deep mat of leaves and mould, the humus which not only has a high water storage capacity itself but determines largely the porousness and absorptive power of the underlying soil. This function of the forest is not incompatible with the use of its timber. The most rapid growth of timber is secured by maintaining the deepest humus; but the cutting of it must be adjusted under skilled direction in order not to jeopardize the water storage function of the soil.

Furthermore, there is need of more evergreen forests. The pine and hemlock have been largely removed from the mountain sources of the Ohio. But these trees prolong the melting of deep snows, even under warm rains, for several days longer than deciduous trees. The re-establishment of forests of conifers will therefore contribute to lowering the crests of floods by distributing the flow over five or six days instead of two or three. This is one phase of the work of river control.

On account, however, of the large areas of open farm-land that lie on the watershed of the Ohio and that cannot be reforested, additional means are necessary for storing the surplus storm water. There should be storage reservoirs such as are now being used at the head of the Mississippi River for regulating the flow of the river above St. Paul. These reservoirs must be on wooded watersheds; otherwise they will silt up and they will hold back some of the storm water and lower the height of floods, they will have an additional value for they can be used as reservoirs for domestic water supply. They can also be made to increase the dry season flow of the streams, thus furnishing a stable water power for industrial use and permitting steady navigation during summer and autumn when the water stage is frequently too low even for coal barges. Thus, by means of the forests will be secured not only a reduction in floods but also a greater earning capacity to the region through the development of the latent power of its streams.

The rivers, then, are at once the making and the menace of Pittsburgh. It is through the forests and by reservoirs that the menace can be removed and the highest utility of the streams established. The purity of the water for drinking purposes can thus be assured. This involves a betterment in the health of the community and an increase in the efficiency of the laborer. The equalization of the river flow can also be thus attained. And this involves, first, the lessening of flood losses, and, second, the increasing of the power of the streams to meet the exacting requirements of water power development. The lowering of the floods secures also a further betterment in health by improving the sanitary condition of the districts subject to inundations, and a betterment of economic conditions, both by giving the laborer more steady work during flood and low flow periods, and by opening to him, through the creation of new industries, a wider field of employment.

THE TRANSIT SITUATION IN PITTSBURGH

JOHN P. FOX

SECRETARY TRANSIT COMMITTEE, CITY CLUB OF NEW YORK; MEMBER TRAMWAYS AND
LIGHT RAILWAYS' ASSOCIATION OF GREAT BRITAIN

Transit has a place in the study of living conditions in an industrial city like Pittsburgh. Many of the workers are dependent on street cars to take them to and from home, about their occupations, and to places of recreation. Cheap and efficient transit can enable families living under crowded and unhealthy conditions to move to larger, healthier, and less expensive quarters, and still to reach their work. Low fares and good service bring the operators in a suburban mill town in touch with the full resources of the labor supply in the central city, and also effect a large and direct pay roll economy for carpenters, plumbers, painters, and other city trades whose employes move from point to point during working hours. Again, in no place are people packed together more closely than in the cars, under more conditions favorable to the spread of disease and especially of tuberculosis. And among accidents, few are more numerous, more costly to corporation and community, and more unnecessary, than those caused by street cars.

The street railway system of Pittsburgh is a surface electric system, under the management of the Pittsburgh Railways Company. This company is the consolidation of many other companies, different groups of which had previously combined. The Pittsburgh Railways Company, again, is under the management of the Philadelphia Company, which largely dominates the gas and electricity supply. The Philadelphia Company is said to be controlled by nonresident investors. The present owners and local managers may well be without personal responsibility for the acts or omissions of their predecessors, and yet be crippled by exorbitant obligations to them. Their legal responsibility as to the performance of public service is, however, clear cut.

All the available through thoroughfares leading to the heart of the city from the South Side, North Side, and East End are occupied by the Pittsburgh Railways Company under franchises granted to its subsidiary companies, and as a practical proposition it is impossible to construct additional surface lines or extend surface transit facilities to new areas providing for the growth of the city, except in subordination to these strategic lines. This restriction of course does not apply to rapid transit lines,--subway or elevated.

The principal franchises to these streets held by the original companies appear to be indeterminate in duration, as in Massachusetts, the city having reserved the right to revoke a franchise at any time that a company failed to comply with all the conditions of the agreement. The terms of the original franchises (the Second avenue line being the exception to many of these points) provide for an annual compensation to the city, either a car tax and a percentage of the net profits or a fixed rental in place of one or both of the former. The streets must always be kept in good repair, and in certain cases, at least, clean (either from curb to curb, or along the car tracks). The city sometimes retained the power to alter the conditions, and notably reserved the right to purchase any road after twenty years, at a price to be fixed by five disinterested appraisers. Important provisions of these original franchises are not being observed by the existing company. These facts must be borne in mind in discussing both the equipment of the present system to meet the social needs of Pittsburgh, and ways open to the public to effect improvement.

Though the steam roads have played an important part in the past, the growth of Pittsburgh is now chiefly along electric car lines. The radiation of surface lines from the business center out over the district seems quite complete, especially considering the topography of the city and the suburbs. Large areas of vacant land available for single houses, can be reached for five cents from the business district.

While the radiation of surface lines may be satisfactory, the equipment and operation are exceedingly unsatisfactory, as every practical man in the railway company will admit. The present system has its base located on the point between the Allegheny and Monongahela Rivers. Most of the lines begin as loops through these business streets, operating without transfers between the different lines and without through cars.

A five-cent fare carries one varying distances from this business center, before a second fare is charged. The longest ride for one fare is about eight miles; while a continuous ride of fourteen miles on another route, costs fifteen cents. Passengers cannot change cars in the business center without paying two fares, and a ride across the city and suburbs may cost as much as twenty-five cents. Free transfers, are given between many lines before they enter the downtown district; but no transfers are issued after 11:30 P. M., and none on holidays such as the Fourth of July, when travel is heaviest.

The cars till recently have had no cross seats, longitudinal seats having been used, according to the company, "to allow an extra large capacity," viz., standing capacity. Trailers are run at the rush hours. A line of express cars runs east from the business center to East Liberty, through Liberty avenue, making few stops, though the speed on sample runs was found to be sometimes slower than that of cars on the parallel Penn avenue. The speed of the cars is fast enough for surface operation, except when the power is poor, on steep grades or in the congested district. The service is very unsatisfactory both as to the few cars run and as to the amount of standing, which is inexcusably large. The rails are of the girder type, one obsolete in first-class systems; and are in very bad shape everywhere. The property is very much run down, except for a few new pay-as-you enter cars. The only real rapid transit in Pittsburgh is furnished by the Pennsylvania and other steam railroads, the common time scheduled from the Union Station to East Liberty being ten minutes by train, against thirty minutes by surface express cars.

THE PITTSBURGH SURVEY

Maps under the direction of SHELBY M. HARRISON 1908]

Before taking up in detail the discussion of improvements on existing lines, it may be well to touch on the financial condition of the Pittsburgh Railways Company, and to consider whether the property can afford to make such improvements; for one hears the excuse for bad conditions that the company is not earning a dividend and was forced even to reduce the service. The Boston Elevated Railway Company, which operates all the surface, elevated and subway lines about Boston, is regarded as a very prosperous concern, paying dividends of from six to eight per cent. the net earnings per car mile after paying taxes being 6.54 cents. The Pittsburgh Railways Company, according to its last public report, had net earnings, after paying taxes, of 12.55 cents per car mile, about double the amount of the Boston company. This is a most remarkable financial showing, and at once raises the question, where does the money all go to and why cannot more of the excessive profits be diverted to better service and equipment? The Boston company is operating to-day three subways and one elevated line, besides having contracted to build two more subways and another elevated. It is obvious that the Pittsburgh Railways Company could not only give a first class service on existing lines, but could also assume the fixed charges of a real rapid transit system, if profits were not diverted to pay excessive rentals and other fixed charges on the many companies consolidated at different times. Some way must be found to cut down these exorbitant charges, for the present management can hardly expect the public to endure existing conditions much longer, when the earnings are so vast. People in other cities, when really aroused, have found ways to bring the most intrenched monopolies to terms.

The congestion of cars in the business district of Pittsburgh is a very curious phenomenon. Most people, seeing the frequent blockades at street junctions in the rush hours, would say that there were already too many cars on the streets, and that the overcrowding is a necessity, only to be remedied by building a rapid transit line. Others, however, see that the terminal loops cause much of the congestion, and that by rearranging or abolishing these, even more cars could easily be handled in and out of the crowded center. As a matter of fact, at no place in Pittsburgh does the number of cars passing hourly reach even half the maximum number found possible in other cities; 43 cars in thirty minutes was the largest number counted by the writer, against 128 cars in Berlin. The maximum Pittsburgh hourly rate on a single track would be 86 cars; Boston has scheduled 220 an hour; Berlin runs as many as 256; while Brooklyn handles over 300. At the busiest junction in Pittsburgh, the writer found a rate of 276 cars an hour in all directions, against 557 in Berlin, where there were many more vehicles besides.

The overcrowding of the Pittsburgh cars is either intentional or due to bad operating methods. The seating capacity of the present surface lines has been far from reached. Take Fifth avenue at Smithfield street, for example. In one half-hour in the evening from 5 to 5:30 P. M. about 2,290 passengers were carried east one night in forty-three cars, thirty-two being motor cars and eleven trailers. If every motor car had hauled a trailer, and four additional pairs of cars been run, every passenger could have been seated, whereas 785 were obliged to stand, or more than fifty per cent of those seated. The total number of cars in one hour would only be 144 against 256 in Berlin. If the company had cross seats in all the cars, merely seventeen more trailers on Fifth avenue, added to the present number of motor cars, would have seated all the passengers, with a total of only 120 cars an hour. In Berlin the street railway company provides as many as 3,116 seats in half an hour, and the London County Council as many as 3,538 seats, against the 1,504 in Pittsburgh.

It may be wondered how it is possible to get so many cars past as in Berlin. It is done by fine traffic regulation by the police, who use careful judgment, and do not hold up traffic too long in any one direction, as is common in other cities, even in London, the home of street regulation. Again, the Berlin tracks are so good and the motormen so careful, that the latter operate cars over switches and junctions at speeds which are never seen in Pittsburgh, car following car with amazing rapidity. And the Berlin manager proposes to run even more cars.

In no city does the writer recall so much standing required of passengers as in Pittsburgh. It would appear to be the company's object to run few enough cars to make people stand on every trip throughout the day, and as nearly the whole length of each line as possible. There is little relief during the slack hours, as every car, sooner or later, seems to have its standing load. In other cities of the country, a marked change of policy towards the public has shown itself in the largely increased number of seats furnished. It is a question whether it is a good policy for any public service corporation, no matter how securely intrenched, to continue the policies of the past.

It is one thing to allow a few persons who like it to stand on the car platform; it is another to require it of mothers, overworked girls, the tired, the ill, the infirm. No one knows how much disease is spread through such crowding. In no place are conditions more ripe for infection,--with the extreme of personal contact, the mixture of every class, the constant rubbing against one another and the holding of dirty strap. Under such conditions, when a consumptive coughs, who is safe?