232 
PARK AND CEMETERY. 
There has arisen, however, considerable 
opposition to this type of boulevard, espe- 
cially where, as is generally the case, the 
lots are so narrow as to make private 
drives into each lot costly and objection- 
able or impracticable because of lack of 
space on the lot for a carriage turn, and 
where there is no alley or street at the rear 
of the lots, because of the excessive dis- 
tance from the house to the drive of the 
boulevard. The frequency with which oc- 
cupants of houses facing on this type of 
boulevard own automobiles, while it makes 
drive loops on the lots unnecessary, as the 
automobile can be easily backed in or out, 
results in cutting the grass strips across by 
private driveways at distressingly frequent 
intervals. 
Boulevards of the second class, those 
having two driveways, have proved to be 
the most popular with people interested in 
adjoining real estate as owners or occu- 
pants. In this type the sidewalks are mere- 
ly wide enough for a cement concrete walk 
and a row of trees in a turf strip, and 
each driveway is narrower than the one 
drive of the single drive type of boule- 
vard. The wide space between the two 
driveways lends itself to a considerable va- 
riety of landscape gardening treatments, 
usually of a more strikingly ornamental 
sort than in the case of the sidewalk 
planting strips of the single drive boule- 
vard, even if the latter is 150 feet wide. 
While cases are not rare in which the 
width of this double drive type of boule- 
vard is only 100 feet, the extreme narrow- 
ness of the drives, walks and planting 
strips has the unfortunate effect of mak- 
ing such a boulevard look like a big, hand- 
some idea meanly carried out. 
The width most frequently adopted for 
the double drive boulevard is 200 feet, al- 
though where land is expensive, and if 
houses are set back, a width of 150 feet is 
not infrequent and does very well, and even 
a width of only 120 feet is not at all bad, 
especially if the boulevard is gently curv- 
ing. 
Boulevards of the third class, those hav- 
ing three drives, are not very common, 
chiefly because they are necessarily wider 
and therefore take more land, and because 
they are more expensive to construct. A 
boulevard with three drives is certainly 
greatly to be preferred to one of the two 
driveway type, both because it provides the 
most suitable accommodation for the pleas- 
ure driving public and because of its 
marked dignity and symmetry of effect as 
seen by people in pleasure vehicles on the 
middle drive, especially in approaching a 
noble public building on axis. In this three 
drive type of boulevard the two outer drives 
are mainly for access to the houses facing 
upon the boulevard, and they relieve the 
central drive from even that small amount 
of commercial traffic which must be permit- 
ted in the cases of two drive and one 
drive boulevards, for the accommodation 
of occupants of houses facing on them and 
not having an alley or street in the rear. 
The three drive boulevard is especially 
adapted for pleasure automobiles, 'as the 
central drive can be reserved exclusively 
for them. In fact, when the expense can 
be afforded, all or more grade crossings of 
the central drive can be avoided by de- 
pressing the central drive a few feet and 
carrying the cross roadsi over on bridges 
with rising grade approaches. With ample 
width to allow for easy side slopes the 
moderate depression of the central drive 
would not be disagreeable. This arrange- 
ment is better for neighboring real estate 
than the alternative of raising the central 
drive over the cross streets, because if 
raised, it obstructs the view from ho'uses. 
The three drive type of boulevard has gen- 
erally been made 300 feet wide. 
A boulevard of this type usually has on 
each side of the wide middle drive a no- 
ticeably wide parking strip with two rows 
of trees, between which there may be a 
broad promenade on one strip and a broad 
bridle path on the other. Outside of each 
of these parking strips there is a side drive 
upon which delivery wagons and other 
commercial vehicles are allowed (if there 
is no other way for them to reach abutting 
private property). Outside of all on each 
side is the usual boulevard sidewalk with 
its row of trees. This type of boulevard 
is far superior to that having only two 
driveways, because the houses, while not 
necessarily wholly screened from view 
from the central drive, are rendered less 
obtrusive (as are also any needed poles 
for electric lighting wires), and because it 
is better for pleasure driving to have hand- 
some flowering shrubbery, if there is any, 
and other ornamental features on both 
sides than to have them on one side only 
and houses on the other. This form of 
boulevard is sometimes to be preferred in 
case it forms a straight approach to a no- 
ble building or monument, as is often the 
case in Paris. 
Informal parkways (meaning more or 
less informal), curvilinear pleasure traf- 
fic routes, especially such as include or ad- 
join pleasing natural landscape features, 
should be much more generally adopted in 
suburban and rural districts than has been 
the practice, because, in proportion to cost, 
they are capable of affording much more 
pleasure than are formal boulevards, both 
to those who pass along them and to those 
who live adjoining or near them. In fact, 
they frequently serve more or less com- 
pletely as local parks. 
Moreover, the fact that informal park- 
ways are consistently laid out on curving 
lines enables the designer to appropriately 
and gracefully adjust them to topograph- 
ical and property conditions better than can 
be done in the case of formal and mainly 
straight boulevards, thus creating a valuable 
element of beauty and securing economy of 
grading, and at the same time leaving the 
adjoining real estate less damaged by ex- 
cessive cuts and fills, when the parkway 
passes through sloping or rolling land. 
Boulevards and parkways were well de- 
veloped before the days of electric street 
railways and city rapid transit and before 
the days of bicycles, motorcycles and auto- 
mobiles. Horse cars were used extensively, 
but were rigorously excluded from boule- 
vards and parkways, partly because almost 
no one thought of riding in them simply 
for the pleasure of the ride and partly be- 
cause the horse cars and track were incon- 
venient and ugly to have in a boulevard or 
parkway. As the horse cars were com- 
paratively small and light and were run at 
about the same speed as most other com- 
mercial and pleasure horse vehicles, they 
could perfectly well be and consequently 
were run in the center of the driveway of 
any convenient street or avenue, and not in 
the boulevard, even though the boulevard 
might happen to be shorter and to have a 
better grade. 
But the public have come to take a very 
different view of street railways. In fact, 
the convenience and comfort of electric 
cars have come to be so highly appreciated 
that their ugliness, noisiness and danger- 
ousness are not allowed to weigh much 
against their desirability. In general, lots 
sell better and houses and flats rent better 
fronting on a wide avenue with an electric 
railway in it than on neighboring streets. 
The electric street cars are big and heavy 
and can be run at far greater speed than 
the old horse cars. In fact, for economy 
of wages, electric cars must be big and 
must be run as fast as due regard for 
safety permits. 1 he passengers are greatly 
benefited by the increased speed. But in 
the ordinary street the speed is much re- 
stricted by the interference of horse-drawn 
vehicles and slow motor trucks, which often 
take to the hard paved car track when the 
roadway is poor or crowded or encum- 
bered with snow. Also regard for avoid- 
ance of collisions and running down people 
on foot interferes with speed. Conse- 
quently, there is a decided advantage in 
separating the tracks from the driveway. 
This can be, and is occasionally done very 
readily, where a wide street has no house 
lots on one side, as along a park or ceme- 
tery or institution grounds, by using the 
sidewalk space on that side for the car 
tracks. The same idea of separation is 
now accomplished not infrequently, al- 
though at considerable sacrifice of beauty, 
in a boulevard having a central parking 
space between two driveways by locating 
the electric railway tracks in this parking 
space, or, in a boulevard having three 
driveways, by placing the car tracks in the 
outer edges of the two parking strips. 
It is not merely a great convenience to 
patrons of electric street cars to have the 
tracks thus separated from the ordinary 
street traffic, because of the increased speed 
safely attainable, but the opportunity there- 
