purposes on short hauls, the distance to their respective dumps were three and five miles.

There are in the six wards eight tractor and trailer units, one tractor and three trailers in active operation, forming a unit or train. To each unit there are three, and in certain wards six trailers in reserve in order that collection may not be interrupted while tractor and train are in transition.

The tractor-trailer trains make from five to six trips on the 3-mile haul, four trips on the 5-mile, and three on the 8 or 9-mile haul, traveling in the last instance a total mileage of from 48 to 54 miles daily. The tractor picks up the trailers from their collection districts or from a central point to which the trailers have been brought for that purpose. Where conditions permit, the tractor hauls the trailers into the dump, but where this is impossible by reason of bog-like condition, "caterpillars" bring them in. The tractors are manned by a chauffeur and conductor or helper. The trailers are horse-drawn, manned by a driver and helper and operated in specific districts. Three to five loads are collected daily. The trailers have a water level capacity of 42 cubic yards. The loads are heaped and receive a credit of six cubic yards at the dump. The engineers state that they carry more nearly seven than six cubic yards.

Our records show that, for the first eight (8) months of 1925 we saved $300,152.32 over the same period in 1924 when the work was being done by wagons and trucks.

Based upon the test of the past year with thirty-three (33) tractors and 213 trailers, the city officials and engineers estimate that 142 tractors and 1,020 trailers are needed to cover the area within the city limits. The cost of these vehicles is placed at $2,432,000. Supplementing them, the city would still employ 452 teams to collect from the unimproved alleys of the city. With that equipment it is estimated that a large saving would be effected.

Last year the collection of ashes and refuse cost $2,570,190 and the hauling of garbage, $638,125—a total of $3,208,313. It is estimated that the same service in quantity, but considerably better in character could have been rendered by the tractors and trailers for $2,490,810, thereby effecting a saving of $717,503. From this estimated annual saving of $717,503 alone all the tractors and trailers required could be paid for in about three years.

CHAIRMAN EDWIN A. FISHER: Mr. Secretary and Gentlemen: Your Committee on City Planning has no formal report to present. We believe, however, that the members of this Society have as much or even more interest in city planning than any other association. While the Society is not composed largely of city planners, the members of this Society, city engineers, commissioners of public works, and others, have to do with carrying out the plans, and our program this morning has to do with what has been done in various cities in carrying out a city plan. Among the cities that have been carrying out a city plan is the City of Chicago. The paper of Eugene S. Taylor, Manager of the City Planning Commission of Chicago, has been printed in the advance program, and I want to call attention briefly to a few of the accomplishments in Chicago. I spent an hour or more with Mr. Taylor on Saturday last and went over a number of things which the City of Chicago had done. He starts out by saying, "The authors of the Plan of Chicago were Daniel H. Burnham, Edward H. Bennett and a staff of notable artists and technical men." The commercial club contributed the money for laying out the plan.

The purpose of the city plan is two-fold. First as a commercial proposition, and regarded in any other light it is a social or humanitarian one, because the plan aims to conserve the natural resources. The organization of the Chicago Plan Commission, he says, took two years for the technical work. The mayor appointed 328 representative men, with Charles H. Wacker as chairman and Frank I. Bennett as vice-chairman,

to form the Chicago Plan Commission. The Commission has no executive powers. Then he goes on to say the accomplishments of the Plan Commission on the plan. He says the Chicago Plan Commission was established in 1909. Its first efforts were directed to the street plan. He instances the improvement of the Chicago River, and recommended a plan to the City Council whereby the south bank of the river from Michigan Avenue to Market Street might be reclaimed, and at the same time the street facilities of the loop enhanced by two manifestly important new streets, one above the other. That project. is now going forward. The new embankment will have two levels, the upper 110 feet wide for all classes of traffic, and the lower 135 feet wide, 25 feet of which is dock space. Another accomplishment is Michigan Avenue, which has been widened for a considerable distance from 66 feet to 130 feet between Randolph Street and the river, and to 141 feet north from the river to Chicago Avenue, a total distance of about one mile. This improvement is on the two-level plan for the purpose of separating east-and-west and north-and-south traffic in one of the most congested parts of the city.

This improvement cost sixteen million dollars, and I was informed at a meeting of the American Society of Civil Engineers two years ago that the receipts in taxes from the increased valuation had been enough to pay for it in a comparatively few

years.

Michigan Avenue, South Water Street and Roosevelt Road improvements are being executed by the Board of Local Improvements. Ogden Avenue, a radial street, has been extended to Lincoln Park.

On Saturday Mr. Poole and I were shown that avenue by Mr. Ball, the Secretary of the City Planning Section of the American Society of Civil Engineers. That is a very impor tant thoroughfare running diagonally across the city.

Then another improvement is a great terminal project in which he says that the whole Union Station development has cost in round numbers something like seventy-five million dollars. He says it is hard to do justice to the plan of Chicago and the progress that has been made upon it without the aid of maps and diagrams. Each one is able to stand alone upon its own merits as abundantly worth all it cost, and yet all inter

lace to form the most logical physical layout that is possible for Chicago. It is a complicated matter to remodel the face of a city like Chicago, and Chicagoans are thankful that they have a plan to guide them. They are already enjoying the benefits of such parts of the plan as have been carried out, and they expect to gain more and more advantage from it as time goes on.

I have a brief paper on the progress of city planning in Rochester, New York. Rochester is a city of about 320,000 people, and has been carrying out this city plan for about six years.

(Given on next page.)

PROGRESS OF CITY PLANNING IN ROCHESTER, N. Y.

By Edwin A. Fisher, Consulting Engineer, Rochester,

New York

City planning in Rochester, N. Y., is carried on as a Bureau in the Department of Engineering, under special Acts of the Legislature, being amendments to the City Charter of 1917, the Bureau consisting of a superintendent, appointed by the city engineer, having the powers usually given to a commission; the Advisory Board, composed of four citizens serving without pay, and the corporation counsel. Members of the City Art Commission may be appointed to. the Advisory Board.

The City Planning Bureau is a continuing body and a part of the Executive Department of the city. It has been in operation now for about eight years. At the beginning of its work the superintendent and the president of the Advisory Board investigated the method of carrying on such work. The advice of Mr. Harland Bartholomew as to the method of procedure was secured, also that of the late Nelson P. Lewis. Mr. B. A. Haldeman, then of Philadelphia, was employed as consultant on the street plan and zoning. Mr. Haldeman made a report on a comprehensive street plan, which report is included in the report of the City Planning Bureau, 1918-1922.

Dr. George F. Swain, Professor of Civil Engineering in Harvard University, and a member of the Boston Transit Commission during its entire existence of more than 25 years, was consultant with reference to the general plans for the Rapid Transit and Industrial Subway. His report is also included in said report of the City Planning Bureau.

The Superintendent in his report of 1918-1922 said: The general policy of the superintendent of city planning, concurred in by the Advisory Board, has been first, to prepare a general, comprehensive plan of such street changes and additions as might be required primarily to make the city's main thoroughfares thoroughly available for the demands to be put upon them; and second, to present to the Common Council for immediate action only such portions of this plan as in the judg ment of the superintendent and the board could be carried out