City Planning.—A second defect in American city administration has been the lack of careful planning. The mayor and other city officials serve in office for short terms and their main concern is to do whatever happens to be urgent at the time, leaving the more difficult problems for their successors. Much of their work thus becomes makeshift in character,—a street is widened, a temporary schoolhouse is erected, a fire engine is bought, and a few new sewers put in—but no comprehensive plan for street improvement or schoolhouse construction or the motorization of fire apparatus or sewage disposal is usually made and followed. Public buildings are often badly placed because political influences rather than public convenience determines their location. The congestion of traffic on the down-town streets, the lack of parks and open spaces in certain sections of the city, the unsightliness due to the myriad of poles, wires, signs, and billboards in many of the city’s thoroughfares—these things are all due in large measure to the absence of planning.

Many cities take little or no thought for the morrow. They expect to grow bigger and busier, but they give small thought to the impending problems which growth is bound to bring. European cities have been far ahead in this respect. If Paris is outwardly the most attractive city in the world, it is because the authorities, more than seventy years ago, set out to make it so. The best-built city in the United States is Washington, the streets and parks of which were all planned before a single building was erected.^[80]

What City Planning Includes.—City planning is the science of designing cities, or parts of cities, so that they may be better places for people to live in. It includes the arranging of streets, the locating of public buildings, the providing of parks and playgrounds, the devising of a proper transportation system, and the regulating of private property in such way as to promote the best interests of the whole community. It is, therefore, or ought to be, the center or focus of all the city’s activities, each one of which should be carried on in harmony with the general plan. It is only in this way that a great waste of the city’s money and serious inconvenience to all classes of citizens can be prevented.

Although city planning is not a new art it is only within recent years that American cities have given much attention to it. For many decades the cities and their suburbs were allowed to grow haphazard. What was once a country highway became a village road, then the main street of a town, and finally the chief business thoroughfare of a large city. To have widened it in early days would have been cheap and easy; but when a city has grown up on both sides of it the project becomes too expensive. Lack of planning is responsible for much of the traffic congestion with which the cities are wrestling nowadays.

The Streets.—The streets are very important factors in the daily life of every community, far more so than we commonly realize. They are the city’s arteries. On their surface they carry vehicles of every sort. Their surface also affords locations for lamp posts, telephone poles, hydrants, and many other instrumentalities of public service. Underneath the street surface are sewers, water mains, gas pipes, and conduits; overhead are wires and signs and balconies. The streets give access to the shops and houses; they are likewise the principal channels for light and air, both of which are essential to life in the buildings alongside. Nearly every form of public service depends upon the streets; without them private property would have little or no value. About one-third of all the land in the city is occupied by the streets, so that proper street planning becomes a matter of great importance to the community.^[81]

In most American cities the streets are laid out in rectangular form, with long, broad avenues running one way and narrower cross-streets the other. This means that each intersects the other at right angles and the city blocks become squares like those of a checker-board. This plan has been widely used in America because it takes less land for streets than any other plan would require and it makes all building lots of convenient rectangular shape.^[82] The chief objection to this gridiron plan is that it makes traffic more congested at the junction of important thoroughfares. It also gives a sameness to the appearance of all the streets and hampers the development of architectural variety. European visitors often comment on this. Street after street in the shopping or residential districts all look alike to the stranger; all have been laid out with a pencil and ruler, the same widths (or nearly the same); every lot of land is of the same size; and the long rows of houses seem to be all of the same type. In the cities of Europe, on the other hand, the streets are more often curved or winding; some are very broad and some very narrow, so that each street has its own individuality. To some extent American cities are now laying out diagonal and winding streets in their newer suburbs on the principle that picturesqueness ought to be combined with utility.

How Wide Ought a Street to be?—Until very recent years in all American cities, and even yet in some of them, the practice has been to lay out streets in widths of forty, sixty, or eighty feet,—always using multiples of ten. This is a mere rule-of-thumb method and bears no direct relation to the needs of traffic. The downtown streets of the older cities are, for the most part, too narrow; in the newer suburbs they are often a good deal wider than they need be. “But what harm is done by having more street space than is necessary?” it may be asked. Well, every square foot of street space costs money; it has to be paved, kept in repair, cleaned, and lighted. The proper policy in laying out streets is to adapt their width to the probable needs of future traffic. This cannot always be done with mathematical accuracy, because the density of traffic changes from decade to decade; but with careful study a fairly dependable estimate can usually be made.

The best practice nowadays is to fix the width of new streets in terms of traffic zones, not merely in multiples of ten feet. A stream of traffic—motor cars, trucks, and other vehicles following one another—requires a certain sluiceway or zone to move in. This zone is ordinarily reckoned as ten feet in width. A zone of parked vehicles alongside the curb uses about eight feet. In order to allow full parking privileges and still have space for two streams of traffic to flow along easily (one in each direction) a street should be thirty-six feet in width from curb to curb. Anything less than this usually means that parking must be restricted or the thoroughfare must be made a one-way street. Anything more than this is useless unless a full zone of ten feet is added, and it is of relatively little value unless two additional zones are put on.^[83]

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Street Pavements.—Apart from good planning and adequate width, the usefulness of a street depends to a considerable extent on its paving. The qualities of an ideal pavement are easy enough to specify, but not so easy to secure. To reach perfection a street pavement should be cheap to construct, durable, easy to repair, easy to keep clean, smooth, safe for traffic, noiseless, and attractive in appearance. Unfortunately there is no type of pavement possessing all these qualities. A pavement of granite blocks will last for many years under heavy traffic, but it is expensive to build, noisy, and hard to keep clean. The asphalt pavement is cheaper, cleaner, and easier to drive upon; but it is slippery in wet weather and breaks down very quickly when heavy traffic is allowed on it. Wood blocks have come into favor in many cities during recent years because they are believed to make a pavement which is sufficiently strong to stand the burden now placed on the streets by truck traffic and yet afford a surface which is easy to drive over, not difficult to keep clean, and relatively noiseless. There is no one best form of pavement for all sections of the city.^[84] It would be absurd to lay asphalt in the dock and shipping districts where the streets are filled with five-ton trucks, and just as absurd to put a granite-block surface on the streets of fine residential districts. The nature of the pavement should be adapted to neighborhood conditions.

When the pavement has been selected it can be laid in either of two ways—by contract or by city labor. Most pavements have been built by contract. The city officials prepare the plans, and call for bids; paving contractors submit their figures, and the contract is supposed to go to the one whose bid is the lowest. That, however, is not what always happens. Contracts for street paving have often been awarded, on one pretext or another, to contractors who were able to exert political influence.^[85] In some cities the work is done by regular employees of the street department, the city buying its own materials. This plan is usually more expensive and it is not very practicable when a city wants a great deal of work done in a hurry; on the other hand it results, as a rule, in getting pavement of a better quality. Contract work, too often, is done hastily and proves defective. Direct construction by the city’s own labor force is slower, and more expensive, but usually more durable.

Parks and Recreation Grounds.—Public parks are of two types, first the large open spaces which cover many acres and can be used by the whole city, and second, the small areas which are provided for use by a single neighborhood only. Every large city has parks of both types. The old-style park which served more for ornament than for use, is now out of favor. Cities are placing more stress on grounds which can be used for athletic games or for other forms of recreation. In all communities which have the advantage of being located on the ocean, on a lake, or on a river, the water-front is a highly desirable addition to the available recreation spaces. Suitable bathing beaches in particular ought to be acquired by the cities for free use by the people. The development of street railway and motor transportation has lessened the pressure upon the downtown parks by making it more easy for the people to get out into the country.

Public Buildings.—From the standpoint of suitable location the public buildings of a city may be divided into three classes. |1. Those which need central locations.| First, there are those public buildings which ought to be centrally located so that they may be easily reached from every part of the community. This class includes the post-office, the city hall, the court house, and the public library. In a few cities these buildings, or most of them, have been brought together in a civic center; but as a rule they are scattered here and there all over the community, wherever they may chance to have been placed in obedience to the influences or whims of the moment. The desirability of bringing them together, both as a matter of good planning and for the public convenience, is easy to realize.

Second, there are many public buildings which must be located in different parts of the city rather than at a single center. These include the fire engine houses, police stations, elementary schools, and branch libraries. They must necessarily be scattered, but this does not mean that planning is superfluous. Very often in the past these buildings have been located at inconvenient points because political influence rather than the public interest has determined the choice of a location. When a prominent politician has land to sell at a fancy price the city is usually a good customer. There is no good reason why police and fire stations should not, as a rule, be housed under the same roof. There is no good reason why the school, the playground, and the branch library should not be placed upon the same plot of ground, yet rarely are these three places of instruction and recreation within sight of one another. Haphazard location and slipshod construction have resulted in large amounts of needless expense in the case of public buildings.

Third, there are certain public buildings which have to be placed in special locations. Public baths, for example, go to the water’s edge, wherever it is. The hospital should be situated outside the zone of heavy traffic and continuous noise. The city prison, the poorhouse, the garbage disposal plant, and the other waifs among public buildings—nobody wants their company. They are not welcome in any neighborhood, yet they must be placed somewhere. Timely planning would help to solve this problem by securing convenient and spacious tracts of land before the city grows so large that all the available sites are occupied, but most of our cities give no thought to such questions until the problem becomes very urgent.

Regulating Private Property.—No matter what the city authorities may do in the way of planning streets properly, and expending great care upon public buildings, the outward attractiveness of a community depends to a large extent upon the good taste and civic pride of its individual inhabitants. Within reasonable bounds a man can erect anything he pleases upon his own land. He may build something which is a notable adornment or, on the other hand, something which is an architectural eyesore to the whole neighborhood. He may keep his grounds and dwelling in perfect order, everything spick and span. Or he may let them go into ramshackle, the house unpainted, the lawn grown up in weeds, and signs of neglect apparent everywhere. Each section of the city is as its people make it. It is absurd for men and women to clamor for fine parks, monumental public buildings, and brilliantly-lighted streets if they do not obey the precept that civic pride, like charity, ought to begin at home.

One of the worst offenders against civic beauty and good taste is the flaming billboard which stares from every vacant lot into the faces of the passers-by. For the most part billboards serve no very useful purpose. The advertising which they carry ought to be given to the newspapers, which reach a far wider circle of people and are actively engaged in promoting the best interests of the community. These billboards often mar what would otherwise be an attractive avenue or landscape.^[86] The cities of Continental Europe virtually prohibit them altogether. It is not possible to do that in the United States because of constitutional restrictions which protect private property; but billboards can be restricted by law and some American cities have adopted the policy of so restricting them.^[87] It is also possible to levy taxes upon them and thus to make billboard advertising less profitable.

The Municipal Utilities.—In addition to streets, parks, and public buildings every city maintains various other physical utilities. These include, in some cases, bridges, docks, markets, ferries, and so on. More important, however, are the so-called utilities, the water supply and the sewerage system. Both of these are intimately connected with the public health and can better be dealt with when we come to that general topic. Some cities own and operate their lighting plants, and in a few cases their street railways. But lighting and transportation are still, for the most part, in private hands and they present problems of such importance that they need a chapter to themselves (see pp. 474-481).

Police Protection.—The practice of maintaining in cities a body of professional, uniformed policemen who give their full time to the work of preserving law and order is less than a hundred years old. Until well into the nineteenth century the work of protecting life and property was performed by untrained constables and watchmen (in England and America), or by squads of soldiers (in most of the larger cities of Continental Europe).^[88] London, in 1829, was the first city to install a regular police force, and this action met with great popular opposition. It was regarded as a step in the direction of tyranny.^[89] But regular policemen proved to be so much better, as guardians of law and order, than the untrained constable in citizen’s clothes, that other cities followed the example of London and eventually the system was established in the United States, the first city to adopt the new plan being New York. Although New York was at that time a city of over 300,000 population the work of policing was largely performed by elective constables and by citizen watchmen until 1844.

During the past three-quarters of a century the system of municipal police has been steadily improved. The police are organized on what is practically a military model, with a commissioner or chief in command. Under him are deputies at headquarters, captains and lieutenants in charge of stations, sergeants and patrolmen, who do the work of investigating, making arrests, handling traffic, and patrolling the streets. The patrolmen in most American cities are now selected by civil service tests; they have regular hours on and off duty, and are subject to strict discipline. The large cities have established training schools in which newly-appointed policemen receive instruction for a month or more before they are sent to do regular duty. The number of policemen in all large cities has had to be greatly increased during recent years because of the growing need for traffic officers. A considerable proportion of the whole force is now assigned to this duty at certain hours of the day. Policewomen are now being appointed in most of the larger cities because there are various forms of duty which it is believed they can perform more effectively than men.

Police protection, until recent years, has been largely confined to the cities and towns; the rural districts have had to depend upon civilian constables and the sheriff’s deputies. Some states, however, have now established bodies known as state constabularies, the members of which patrol the country roads and perform the usual functions of police in cities. Pennsylvania, New York, Massachusetts, and other states have undertaken to give the rural districts adequate protection in this way. The men are equipped with motorcycles and are thus enabled to cover large areas of territory in the course of a day. The constabulary is under the control of the governor and may be used in any portion of the state. The establishment of these state police forces has been opposed by the labor organizations which fear that they may be used to coerce strikers during labor controversies.

Fire Prevention.—The annual loss by fire in the United States is larger than that of all European countries put together. Chicago and Paris are cities of about the same size; but the yearly fire-losses in the former are four or five times that of the latter. Whether New York has a larger population than London is still a disputed question but there is no dispute about which has the larger number of fires. New York City holds the world’s record in fire-losses, seven or eight million dollars per annum.

In every part of the United States the losses are enormous year after year. It has been estimated that they amount to half a million dollars per day, taking the country as a whole. If all the buildings burned in the United States during a single year were placed side by side they would form an unbroken street from Chicago to New York. The loss of life in these fires is also appalling; it amounts to about three thousand per year. What are the reasons for this situation; why is it so much worse than in other countries?

There are two reasons for it; one of them we cannot control, the other we can. We cannot easily alter the fact that most of the buildings, whether in the cities or the rural districts of the United States, have been built of inflammable materials. Lumber has been cheap and it has been used lavishly. In Europe most buildings are of brick or stone.^[90] With the depletion of the timber supply in America and the increased price of lumber fewer frame buildings will be constructed in the United States as time goes on. The other reason for our large fire-losses is one which can be controlled. It is summed up in a single word—carelessness. To some extent this carelessness is the fault of the public authorities; to a larger extent it is the fault of private individuals.

The public authorities have not been sufficiently active in framing and enforcing measures for the prevention of fires. They have allowed certain neighborhoods to become veritable fire-traps, liable to be wiped out by a conflagration at any moment. During the past few years the state and city officials have been coming to realize the importance of prevention, however, and the laws relating to fire hazards have been growing more strict. Special rules are now applied to theaters, factories, garages, tenements, and other buildings in which fires are liable to result in the loss of life. Special fire prevention officials have been appointed in some of the larger communities; their duty is to inspect all buildings in which fires are likely to occur and to enforce the fire prevention rules. An endeavor has also been made to educate the people to the need of exercising greater care. This is done by distributing circulars and by instruction in the schools.

The great majority of fires are the result of some individual’s carelessness. Rubbish is left lying about near the cellar furnace; matches are placed where children can reach them; kerosene or gasoline is used to light the kitchen fire; chimneys are allowed to go unrepaired and uncleaned; ends of cigarettes are thrown on the floor or into the waste basket—individual carelessness may take many forms. But every fire is the same size when it starts and a trivial accident may cause the destruction of a whole city. Fire departments are necessary and they should be kept up to the highest efficiency, with well-trained men and motorized apparatus; but dollar for dollar the money spent in prevention brings far more return than expenditures for putting out fires after they occur.

The work of fighting fires is spectacular and makes an impression on the people; there is nothing spectacular about fire prevention, hence it obtains far less attention from the average individual. Newspapers devote great headlines to the bravery of the fireman who carries somebody down the sheer wall of a high building in the midst of roaring flames and blinding smoke, but the man who quietly builds his tenement so that no such rescue will ever be necessary—he gets no headlines at all. For this the newspapers are of course not to blame; they merely follow the trend of popular interest.

The City’s Share in Health and Welfare Work.—Many functions which formerly devolved wholly upon the city government have now been taken over to some extent by the state authorities. The state makes the general regulations and prescribes how things shall be done, but the city officials still remain largely responsible for putting the regulations into effect. |The broadening field of municipal activity.| This is true of public health protection, public utilities, poor-relief, correction, sanitation, and education, all of which are dealt with in later chapters of this book. No clear separation between state and local activities can be made nowadays, the two overlap and are intermixed. The city still retains, however, almost complete responsibility for the care of its streets, for street lighting, for the maintenance of parks, and for the provision of recreation. But whether it acts merely as the agent of the state or entirely on its own behalf the city’s functions are being broadened year by year. It is expected to do more and more for the social welfare of its people.

Compare the American city of today with its prototype of seventy-five years ago. In 1845, for example, Boston was a city of more than 40,000 people. It had no paved streets, not one. There was no public water supply; the people brought enough for their daily needs from neighborhood wells. A few sewers had been built, wooden drains they were, and only in the more thickly-settled portions of the city. Provision for the care of the public health was altogether lacking; there was no regular police force and only a volunteer bucket-brigade to put out fires. Public playgrounds were unknown; so were public baths, neighborhood centers, band concerts, branch libraries, electric street lights, trolley cars, subways, and the long list of things which come within the range of municipal enterprise today. Those were days of intense individualism when welfare work was left almost wholly to private auspices. Now the city has become a leader in almost every form of social and economic activity. This socializing of urban life has gone on, and still goes on, without attracting much attention, but it is one of the most far-reaching developments of the past century.

Where will the Cities Get the Money?—This expansion in municipal activities has brought with it an incessant need for more money—more money for streets, parks, playgrounds, schools, poor-relief, recreation, pensions, and for a dozen other things. Cities have many hard problems, but the hardest of all is that of making both ends meet. New enterprises mean new expenditures, and even the older activities keep steadily costing more.

Now it might be surmised that this problem of ways and means would be an easy one to solve. “Just raise the tax rate and get more money” someone may suggest. That betrays the existence of a very common impression, namely, that city tax rates have the sky as their limit. But the fact is quite otherwise. In most cases, to be sure, there is no legal limitation upon the amount of taxes which the city officials can exact from the people; the limit is a purely practical one. Most of the city’s revenue comes from taxes upon real property—on lands and buildings (see pp. 445-446). By raising the tax rate on such property additional revenue can be secured up to a certain point. But when the tax rate keeps on increasing year after year it finally reaches a level where it becomes an obstacle to the erection of new buildings; it deters new industries from coming to the city; it causes rents to rise and acts as a brake upon the expansion of business. Under such conditions the value of property stops rising and may even decline, so that further increases in the tax rate do not yield a proportionate revenue. The people, moreover, grow restive under the soaring tax rate on their homes; they manifest their displeasure by turning the elective city officials out of office and installing others who pledge themselves to cut the expenses down. Such pledges, as a matter of fact, can rarely be kept. Considerable economies are undoubtedly practicable in the government of all American cities without exception; but the big outlays are bound to go on increasing so long as the people keep making demands for more and better services.

If more revenue must be had, how can it be best obtained? Taxes on property have now reached a point in many cities where they can hardly go much higher. Taxes on incomes are already levied by the nation and by some of the states; the cities can hardly look forward to laying a heavy tax on top of these. Some cities, notably Los Angeles, Cincinnati, and St. Louis are imposing business taxes—so much per year on every lawyer, doctor, merchant, dealer, broker, and so on, the rate varying in each case. Chicago obtains a considerable income from a wheel tax imposed on all automobiles which use the city streets. Everywhere the quest for new sources of revenue is being carried on earnestly but not with any great measure of success. One serious difficulty lies in the fact that some of the more lucrative sources have already been tapped by the national and state governments. Congress and the state legislatures are keenly on the scent for new revenues; wherever the opportunity appears, they seize it. In this way the range from which the cities may draw their income is gradually being narrowed. It can fairly be said, therefore, that the problem of paying its way is the most difficult of all the problems which confront the American city at the present time.

C. A. Beard, American Government and Politics, pp. 603-637; Ibid., Readings, pp. 535-555;

W. B. Munro, Principles and Methods of Municipal Administration, pp. 30-73 (City Planning); 74-121 (Streets); 260-313 (Police Administration);

H. G. James, Municipal Functions, pp. 1-24;

F. J. Goodnow and F. C. Bates, Municipal Government, pp. 316-396;

F. C. Howe, The Modern City and its Problems, pp. 34-75;

Everett Kimball, State and Municipal Government, pp. 454-550.

1. Make a plan of administrative organization which will include the undermentioned municipal functions. Provide as few departments as possible without putting unrelated functions into the same department. Each department should include all functions which are actually related and none which are not related to its main work. Consider, for example, such questions as these: Should playgrounds be included in the school department or combined with parks in some other department? Where does poor-relief belong, in a department by itself or along with health or with prisons and correction? Where should we place the public library? If you desire to include all these functions within seven or eight departments, the public library cannot have a department all to itself. Where should it go? Think over carefully the proper placing of such things as the inspection of weights and measures, auditing, pensions, printing, assessments and collection of taxes, billboards, care of hydrants, censorship of amusements, charities and poor-relief, child welfare, collection and disposal of ashes, excess condemnation, food and milk inspection, free employment bureaus, free legal aid, grade-crossing elimination, hospital administration, housing laws and their enforcement, licensing, limitation of building heights, management of bridges and ferries, municipal accounts, municipal budget making, municipal concerts, municipal courts, municipal purchasing, parks and playgrounds, paving, playground administration, prevention of incendiarism, prisons, protection of life and property, public lighting, public recreation, public water supply, registration of voters, garbage collection and disposal, regulation of explosives, regulation of the location of buildings, sewerage and sewage disposal, sinking funds, smoke prevention, snow removal, street construction, street widening, supervision of lodging houses, tree planting, vocational and industrial education, zoning.

2. Select three or four cities of approximately the same size as your own and compare the cost of public safety (police and fire department expenditures) on each of the following bases: (a) per capita; (b) per square mile of territory; (c) per $1000 assessed valuation. (The data for all cities having over 30,000 population can be found in the U. S. Bureau of the Census: Financial Statistics of Cities [latest edition].)

3. What we get for our city taxes. Make up from your own community’s latest annual report a table showing the per capita cost for each form of public service (streets, parks, schools, poor-relief, etc.). The figures in the auditor’s report divided by the population will give you the items. When your table is completed illustrate it by drawing a circle with sectors to represent the division of expenditure.