466 TRANSACTIONS OF SECTION F. 
into zones, each with special building regulations and restrictions as to height, 
number of stories, and open space. 
Factory Zones.—Even under the English Act factory zones or districts may 
be prescribed, to which may be banished all businesses likely to cause objection 
by reason of smoke or noise. Such districts must necessarily be in close touch 
with railway or water transit, and if possible on the leeward side of the town; 
with the growing use of electric power, factories are becoming less objectionable, 
but it is still desirable to segregate them. 
Land Values.—In practically all countries the constant increase in value of 
urban land has resulted in a corresponding increase in the height of buildings, 
which in turn has resulted in still further increase of value, the one reacting 
constantly on the other. 
Limitation of Houses per Acre.—In England much is hoped from the 
limitation of houses per acre. The effect of such a limitation must be at least 
twofold: it tends first to spread the town and consequently the values over a 
larger area; and by restricting the use to which land is put, may to that 
extent decrease the value per acre of land which is already ripe for building. 
At the same time it will tend to give a corresponding increase of value to land 
farther from the town. Its effect on the already overbuilt city areas cannot 
fail to be beneficial, for by fixing a standard for suburban development, a 
high standard of amenity and a low standard of price, it will be financially 
impracticable to force up values in the built-up areas above a reasonable limit, 
and economically impossible to unduly increase the congestion of building. A 
reasonable return may be obtained from the land, but nothing whatever will be 
gained by overcrowding. 
Town Hxtension.—The municipal authorities may by careful planning of new 
main thoroughfares and prescribing adequate width between buildings, not only 
provide new traffic arteries at a minimum of cost to themselves and the present 
ratepayers, but save untold expenditure in future widenings and piecemeal 
improvements. To secure satisfactory results, however, in this, as in other 
urban problems, it is essential that some one authority shall have control of the 
general lines of the plan. 
In European countries there is everywhere evident a constant tendency to 
extend the boundaries of the municipalities, and such a tendency is but a natural 
outcome of the desire to avoid the repeated waste and overlapping of divergent 
controlling authorities. 
Municipal Services.—With the growth of municipal services such as tram- 
ways, Sewerage, water supply, gas, and electricity, the tendency towards centrali- 
sation of control becomes more marked, and there is a greater effort towards the 
realisation of the possibilities and ideals of the town as a whole. 
Railways and T'raffic Facilities.—In a plan for town extension nothing can 
safely be left out. Railways are as much a vital part of the plan as roads, 
and the position of railway stations and goods yards as important or more 
important than the location of shops and traffic centres. In many a town the 
whole development is throttled and contorted by one or more huge railway 
embankments laid down without regard to the growth of the town. In 
Germany, although railways are as autocratic as elsewhere, the need is frequently 
felt for revising the position of the railway stations and even the line of the 
railway itself, and instances of this description of complete removal of the 
railway have been carried out in numerous cases in connection with schemes 
of town extension (Frankfurt, Wiesbaden, Dusseldorf, Liibeck). 
Functions of Various Classes of Traffic.—All classes of traffic—railways, 
electric railways, light railways, tramways, motor and heavy goods traffic—all 
have their proper functions, and all must have their place in the town plan. The 
combination of light railway and tramway (Stddtebahn) so much used of recent 
years in Germany is full of possibilities, and the flexibility of the modern motor 
omnibus traffic must also be carefully considered. 
New Streets.—In laying down the lines of new streets some form of classifi- 
cation of roads is desirable. In London a standard minimum of forty feet wide 
is adopted. In Australasia the minimum is sixty-six feet, but any such arbitrary 
standard must of necessity have serious limitations, and in many cases involve 
