Junction Hollow at Schenley Park entrance
The parking of Junction Hollow is indicated in both plans, A and B. The Baltimore & Ohio Railroad proposed several years ago to relocate and lower its tracks in Junction Hollow and to abandon its present roadbed to the City as compensation for the streets and other city property to be occupied by the new railroad right-of-way. The present roadbed would become a cross-town thoroughfare[23] (Boundary Street) and the railroad would be in a cut just west of the street. This whole scheme has many advantages both to the railroad and to the City, and it is to be hoped that it may soon be realized. A careful investigation has shown that the Baltimore & Ohio owns such portions and only such portions of the valley as it may need to carry out this plan; and it is also reasonably certain that the Railroad does not contemplate using the wide portion of the valley—where the Italian settlement now is—for freight or storage yards. This whole valley is so closely associated topographically with Schenley Park, it plays so important a part in many of the views from the Park,—from the entrance, from the Junction Hollow bridge, from Panther Hollow and the Panther Hollow bridge,—that its control is of very real moment as a means of raising the value of the western portion of Schenley Park. Incidently it can be made a very attractive and valuable park unit in itself. On the whole, the entire valley from Forbes Street to Wilmot Street, and possibly beyond, should be controlled, and the taking should extend to the top of the west bank. In the narrow portion opposite Panther Hollow the Baltimore & Ohio Railroad owns to the top of the west bank, but undoubtedly it will be willing to release to the City such portions of this bank as are not required by its relocation plans; or, if not, some agreement should be reached whereby this wooded bank will be saved from unnecessary defacement.
In conclusion, it should be noted that Plan A, although it shows some new buildings on private land, would be reasonably satisfactory without them. It is a plan which does not change the present design and one which can be carried out without the coöperation of private landowners in the development of adjacent properties. Plan B on the other hand involves a radical change in the park design, and furthermore it absolutely requires the coöperation of Mr. Frick in the development of his property between Forbes Street and Fifth Avenue, or the acquirement of that property by the City.
Although it is not ordinarily a good public policy to make radical changes in a park design already established, the improvements thereby obtained are sometimes so positive and important that the procedure is fully justified. It is believed that the radical changes proposed in Plan B are fully justified by the value of the improvement attained.
Grant Boulevard
This street—a boulevard by courtesy—has undoubtedly more than justified the large cost of its construction by supplying a much-needed route for automobiles and other fast-moving travel—largely passenger vehicles—between the East End and the down town district. But it is to be regretted that a little more foresight was not evidenced in planning this work; that a better appreciation was not shown of the splendid opportunities offered and of incidental purposes to be served. Located as it is at a commanding height on a steep hillside with an impressive outlook over the Allegheny Valley and the hills beyond, and with little chance to develop a commercial frontage, this street seems peculiarly fitted to be a real pleasure way in fact as well as in name. But instead it has been built without even room for shade trees; it is a mere street, in all appearances like any other traffic way of the city, and no more generous in its width than Fifth Avenue or Smithfield Street; and the unkempt, sordid appearance of the slumping hillsides above is an ever-present eyesore.
Suggestion from Lausanne for treatment of a bluff