page 46

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would be cut at least to 70 and probably to 50 feet, neither of which is a desirable depth for lots on a main thoroughfare; and second, the street would have business frontage on one side only. The latter is an uneconomic arrangement from the point of view both of the real estate owner and of the City, and the street would be much less agreeable than if it were separated from the railroad.

The fourth plan would be to widen Penn Avenue. This street is now 60 feet in width, and most of the lots on each side are 100 feet deep, except for several blocks on the north side where they are about 120 feet. The street is built up solidly on both sides, but scarcely any of the buildings are new or costly. The property values are almost uniformly a little higher than on Liberty Avenue. If Penn Avenue were widened 10 feet on each side, making an 80-foot thoroughfare, the abutting lots would still be 90 feet or over in depth; and if the street were made 100 feet wide, the lots would still be 80 feet deep. Though it might cost somewhat more to widen Penn Avenue than Liberty Avenue, it is evident that the abutting property would be left in far better shape, and the benefit to be had from increased frontage value would be much greater.

After due consideration of each of the above plans, bearing in mind the cost, the difficulty of carrying it out, and the value of the result, both as an important main thoroughfare artery and as a local improvement, it is recommended that Penn Avenue be widened to 100 feet. If the widening is to be accomplished by the gradual process,* that is by merely establishing the new building lines at the present time, and by paying damages only when new buildings are set back to this line, the widening should probably be made on both sides: for in this way the minimum setback will be required for individual new developments and the lots will be left of a good depth on both sides of the street. But if the widening is all to be made at once, it will be less costly to make it entirely on the south side. In either case, the lots remaining will be none too deep, and it is suggested that ultimately Spring Alley may be abandoned and the opportunity furnished for deep lots for warehouses and similar purposes, fronting on a large thoroughfare and having direct railroad connections over Liberty Avenue in the rear.

* Methods of widening are fully discussed on pages 37 to 42.

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Last modified on 22-Dec 1999
Design format: copyright 1997-1999 Bruce S. Cridlebaugh
Original document: Frederick Law Olmsted, 1910