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CITY PLANNING NEEDS
of QMAI-IA. we QMQMIW.
Street widening and Extensions
Inner Belt Traffic Way
River Drive
CITY PLANNING COMMISSION
Omaha, Nebraska
TY OF cmcAGQ
uNwER'flBRAR‘Es
266892
MARCH-193°




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This Map shows location of proposed I'mprovemenls. These are shown in red.
Present parks and boulevards are shown in green.

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Office of the City Planning Commission
'33
Omaha, Nebraska,
October I, I9I9.
To the Honorable City Council,
City of Qmaha, Nebr.
Gentlemen :—
We have the honor to submit herewith a report dealing briefly with the
several street opening and widening projects recently approved by this Com-
mission and recommend to your honorable body for adoption. It is our hope
that the necessary action will be taken to submit these projects for approval
at the election in the spring of I920 and at the same time ask that the City
be permitted to issue bonds for its share of the cost of these several projects.
Respectfully submitted,
GED. T. IVIQRTON, President
THUS. A. FRY
B. KVENILD, E. GEORGE
Secretary and Architect, HARQLD GIFFQRD
CEO. B. PRINZ
HARLAND BARTHQLOIVIEW, Members City Planning
Consultant. Commission. '
Talole of Contents
Letter of Transmittal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
List of Mapsnni . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8
List of Illustrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Expansion of the Business District . . . . . . . . . . . . . . . . . . . . . 13
The Proposal Projects :—
99°.“9‘P‘PP’P-‘T‘
Douglas Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l4
Harney Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ‘6
St. Mary's Avenue . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Twenty-fourth Street . . . . . . . . . . . . . . . . . . . . . . I. . 20
Twenty-second Street . . . . . . . . . . . . . . . . . . . . . . . . 22
Twentieth Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Proposed Inner Belt Traffic Way . . . . . . . . . . . . . . . . 24
Center Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Proposed River Drive . . . . . . . . . . . . . . . . . . . . . . . . . 34
FOREWORD
(The City Planning Commission
has recently recommended to the
City Council ordinances for the
opening and widening of numerous
streets. If the Council approves
and tal-ces the necessary action, the
City will vote at the election in
April, 1920 on whether the City
of Omaha shall approve of these
projects and issue bonds to pay for
its share of their cost. This report
is published to explain the nature
and purpose of these several im-
provements.
List of Maps
I. Proposed Improvements . . . . . . . . . . . . . . . . . . . . . . . . . 3
2. Streets Sixty-six Feet Wide and Over . . . . . . . . . . . . . . . I I
3. Douglas Street Widening . . . . . . . .' . . . . . . . . . . . . . . . . l4
4. Harney Street Widening . . . . . . . . . . . . . . . . . . . . . . .. l6
5. Twenty-fourth Street Widening . . . . . . . . . . . . . . . . . . . 20
6. Twenty-second Street Widening . . . . . . . . . . . . . . . . .. 22
7. Twentieth Street Widening . . . . . . . . . . . . . . . . . . . . .. 23
8. Center Street Widening . . . . . . . . . . . . . . . . . . . . . . . . . 29
9. Distribution of Population . . . . . . . . . . . . . . . . . . . 1 . . . 33
IO. Proposed River Drive . . . . . . . . . . . . . . . . . . . . . . . . . . 35
List of Illustrations
Douglas Street at 19th Street . . . . . . . . . . . . . . . . . . . . . . . . . . l 5
Douglas Street at 24th Street . . . . . . . . . . . . . . . . . . . . . . . . . . l5
Harney Street at 18th Street . . . . . . . . . . . . . . . . . . . . . . . . . . l7
Harney Street at 26th Street . . . . . . . . . . . . . . . . . . . . . . . . . . 17
St. Mary's Avenue at 17th Street . . . . . . . . . . . . . . . . . . . . . . 18
St. Mary's Avenue at 26th Street . . . . . . . . . . . . . . . . . . . . . . l9
Twenty-fourth Street at Farnam Street . . . . . . . . . . . . . . . . . . l9
Twenty-fourth Street at St. Mary's Avenue . . . . . . . . . . . . . . 2|
Twenty-fourth Street at Pacific Street . . . . . . . . . . . . . . . . . . 2i
Twentieth Street at Harney Street . . . . . . . . . . . . . . . . . . . . . . 23
Inner Belt Traf'fic Way at 16th Street . . . . . . . . . . . . . . . . . . . 26
Inner Belt Traffic Way at Center Street . . . . . . . . . . . . . . . . . . 27
Inner Belt Traffic Way at Dodge Street . . . . . . . . . . . . . . . . . . 27
Inner Belt Traffic Way at Hamilton Street . . . . . . . . . . . . . . . 28
Center Street at 60th Street . . . . . . . . . . . . . . . . . . . . . . . . . . . 3]
Center Street at 40th Street . . . . . . . . . . . . . . . . . . . . . . . . . . . 3|
View Along Proposed River Drive . . . . . . . . . . . . . . . . . . . . . 37
View Along Proposed River Drive . . . . . . . . . . . . . . . . . . . . . 37
View Along Proposed River Drive . . . . . . . . . . . . . . . . . . . . . 39
View Along Proposed River Drive . . . . . . . . . . . . . . . . . . . . . 39
Introduction
EASURED from day to day or week to week the growth of
‘ Omaha is not strikingly apparent. Measured from year to
year or decade to decade we soon realize how great has been
the growth of this city, and how inadequate the measures that
have been taken in anticipation of such growth.


Omaha has not grown to a degree disproportionate with
other American cities, but Omaha has as yet done nothing to compare with
what the other large cities are doing in city planning to provide for future
growth, and to stabilize the growth already here.
The modern science of city planning is to provide a certain system of
wide streets for accommodation of vehicular travel, to provide opportunity
for the accommodation and expansion of railroads and terminals where are
handled the raw materials and products of the city's industries, to simplify
and expand the transit system, to provide various types of parks and play—
grounds in accordance with needs, to divide the city into various districts for
regulating the height, area and use of buildings so that the public health,
safety, general welfare and public convenience may be promoted, and to
improve the city's appearance. In short, it is the purpose of city planning
to control the city's growth in the interests of public economy, efficiency,
convenience, and harmony, so that there will result a more complete and
more satisfactory structure for purposes of business and of residence.
To cite but one example of the need for wise city planning, it has been
found that traffic on city streets has recently been increasing at the rate of
from 15% to 25% annually. This means that present traffic will double in
volume within about five years. We can hope to accommodate it only by
providing increased street room—by creating an adequate number of wide
streets. Could anything be more evident and logical? And yet, the task
of actually widening streets seems at times almost insurmountable because
of lack of general appreciation of its desirability.
The Map on Page I I shows one of the principal reasons why so much
unimproved land exists in the northwest and southwest sections of the city
—inaccessibility and lack of wide connecting streets, or any direct radial
streets from the center to N. W. and S. W. It is unfortunate that the
great wisdom shown by Enos Lowe in laying out the splendid system of
I00 feet streets in the original plat of the city which included what has been
the principal business district, was not visited in like proportion upon some
of those who since have platted the great proportion of the city's area into
streets and building lots. Omaha now needs several streets 100 feet or
more in width leading not only north, south and west from the business
IO CITY PLANNING COMMISSION

district, which means widening such streets as 24th and Farnam Streets
to the city limits, and their connections beyond that point, but similar
wide streets are needed which have a northwest and southwest direction,
known as radial streets, such as most all other large cities possess, as shown
by Map No. 3.
To widen streets and to make other city planning improvements costs
money it is true, but without such improvements a city cannot grow nor
often hope to hold the growth it now enjoys. Chicago furnishes a leading
example of what other cities are doing to improve the city plan. The wid-
ening of IZth street and Michigan Avenue, Chicago, is now being completed
at a cost of approximately $25,000,000. Bonds to the extent of $28,000,—
000 have just been approved for additional widenings of other streets.
An agreement with the railroads has recently been reached, whereby $I40,-
000,000 will be spent in the next few years to improve the lake front,
eIectrify 400 miles of steam railroads, construction of new railroad ter-
minals, construction of a large stadium on the lake front seating I00,000
people, etc. Many million dollars are also being spent for the acquisition
and development of an outer park and boulevard system. Qther cities are
also expending large sums of money for city planning projects. In I9I8,
Philadelphia passed a bond issue of $I I4,000,000 of which $67,000,000
was for rapid transit, other items being river docks, street widenings, com-
' pletion of Fairmont Parkway, etc. St. Louis now has approximately $I0,-
000,000 worth of street openings and widenings under way, and a bond
issue of $22,000,000 will be voted on this winter that includes many city
planning projects. New York recently spent $IZ,000,000 for the exten—
sion of 7th Avenue and the widening of Varick Street, a distance of only
about one mile. Boston has spent over $40,000,000 in the past ten or fif—
teen years for street widenings and openings.
In comparison to what these cities have done, and are doing, the im—
provements here suggested for Omaha are not unduly ambitious or expen-
sive, by comparison, in fact, they are quite inexpensive, and hence so much
the more to be desired now that their cost has not become prohibitive.
Much of the cost of these improvements will be paid for through the result-
ing increase of value to abutting property, and collected in the form of
assessments for special benefits.
The improvements recommended to Council by the City Planning Com-
mission, their estimated cost and probable city’s share of expense, are as
follows:
, ('ln' P|..\\'.\‘|.\.‘(; (Tnsmlsslox
mum Num.
MAP Suowmo
Snmt'rs 66 Fr Wmr. .~\.\'0 (mm
Sclgl tin-WI!
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: Smut: 66 7: Moe
- Sin-cu 0-" 60 H mm

Solid black lines represent streets over 66 feet wicle. Double lines represent streets
now having a width of 66 feet. Note the superabuna'ance of wide
streets in the business district in South Omaha and in Florence
with no wia'e connecting streets between any part of the city.
IZ CITY PLANNING COMMISSION

Improvement Location Est. Cost.
Douglas Street: Widening to 80 ft. ' $I 75,000
20th to 24th Sts.
Opening 70 ft. wide
24th to 25th Ave.
Widening to 70 ft.
25th Ave. to 28th St.
Harney Street: Widening 66 to I00 ft.
20th to 26th Sts. $375,000
24th Street: Widening to I00 ft.
Pacific to Cuming Sts. $I ,600,000
22nd Street: Opening 78' and 70' wide.
Dodge to Howard St. $630,000
20th Street: Widening 66' to I00’
Dodge to Harney Sts.
Widening 66' to 80'
Harney to Leavenworth Sts. $6I6,000
Center Street: Widening to I00’ or more
34th west to City Limits. $62,000
Traflic Way: Circumferential street follow-
ing railroads I00’ wide. $400,000
River Drive: From Ponca Creek to the
Fontenelle Forest Association
Reserve. $400,000
Under existing laws the city Planning Commission can recommend to
the City Council any street widenings, openings or similar improvements
not costing more than $I00,000 in any one year, and the City Council may
authorize the undertaking of such improvements without calling a public
election. For projects amounting to more than $ I 00,000 in any one year,
it is necessary for an election to be held. At the last session of the legisla-
ture, an effort was made to remove the restriction as to the value of im—
provements which could be undertaken without the necessity of having to
hold an election, but the proposed legislation failed of passage. Other cities
have the power to initiate street widenings and opening projects without re-
strictions as to their cost, and without the necessity of having elections.
Omaha should have this authority. Pending the time when the legislature
sees fit to grant this power to Omaha, it is necessary to hold elections.
Many of the projects recommended in this report will cost more than
$I00,000, while their total cost will probably amount to between three and
CITY PLANNING NEEDS OF OMAHA I3

five million dollars. Since all of the improvements are now necessary, and
will greatly increase in cost if longer delayed, it has been thought wise to
ask the Council to submit them all at the next election.
The City's share of the cost of these various improvements will vary
in each instance. In some cases abutting and surrounding property will
probably be increased in value to a greater extent than the total cost of the
improvement, while in other cases the amount of property specially bene-
fited by the improvement will be small in extent and in proportion to the
cost of the improvement.
Expansion of the Business District
The growth of the business district of Omaha has been characteristic
of that of other Americn cities where the rectangular pattern of street
planning was adopted adjoining a water front. As elsewhere, the first im-
portant business street paralleled the river front, 10th Street at one time
being the most important business street in Omaha. For many years the
growth of this city was north and south along the river, until such time as it
became impractical for the city to expand further in these two directions, and
the natural expansion of the city then took place in the other direction indi—
cated by the street platting—west. Omaha grew for a distance of ten or
twelve miles north and south along the river front, and has now grown to
a distance of approximately three miles west from the river front. In order
to preserve the natural symmetry of growth, the city will continue to grow
westward for a considerable distance before it again expands to the north
and south.
With the west growth of the city has come a westward movement of
the business district. This ‘has caused the east and west streets, (Douglas,
Farnam and Harney), to supplant I0th Street as the principal business
street, and I6th Street is today more nearly the center of the business
district. East of I5th Street practically the whole business district has been
supplanted with wholesale houses and storage buildings which naturally
absorb this area (through their having to expand in the area formerly occu-
pied along the river front and along the railroads).
In order to secure room for the continued expansion of the business dis-
trict, which shall be proportionate to the growth of the city at large, there
is no question but what additional streets of adequate width must be pro-
vided to the west. The business district will unquestionably expand west-
ward to and somewhat beyond 24th Street. It is a generally accepted prin-
ciple of city growth that business districts are to be found about the inter—
section of the principal north and south and east and west streets, assuming
I4 CITY PLANNING COMMISSION

____IL___
J‘;
DOUGLAS
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Map showing Douglas Street widening and extension.

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anog uonrvd

side of the street.
that the rectangular pattern of street platting has been
used. 24th Street is the longest continuous north and
south thoroughfare in Omaha. An examination of the
map showing a distribution of population (Map No. 4)
shows that 24th Street very nearly bisects the large popu~
Iation in the northern and southern parts of the city. It is
therefore certain that expansion of the business district
westward to 24th Street is an inevitable fact which must be
accepted, and for which the city should plan before the
cost of making the necessary street corrections becomes
prohibitive.
An examination of the map showing the wide streets
in Omaha '(IVIap on Page I I) indicates that west of 20th
Street only Farnam Street and a portion of Douglas and of
24th Streets have widths in excess of 66 ft. Present exper-
ience in the business district indicates that the width of I 00
ft. on existing streets is none too great for the accommoda~
tion of present traffic. If the business district is to expand
westward therefore, a width of at least I00 ft. should be
provided on the majority of streets as far west as 24th
Street. Where streets will carry no transit lines, a width
of 80 ft. may prove satisfactory, but'this should be a mini-
mum in all cases.
~A brief description of each of the street improve-
ments recommended by the City Planning Commission
follows:
Douglas Street
East of 20th Street, Douglas Street is I00 ft. wide.
Between 20th and 24th Streets, Douglas has a width of
80 ft., with the exception of a few properties on the north
side of the street which project into the thoroughfare I6
feet. Between 24th Street and 25th Avenue, Douglas
Street has never been opened, while west of 25th Avenue
Douglas Street has a width of but 60 ft. In order to provide
adequate width and continuity it is recommended that a
uniform width of 80 ft. be provided between 20th and
24th Streets; that Douglas Street be opened between 24th
Street and 25th Avenue to a width of 70 feet; and that it
be increased in width from ()0 ft. to 70 ft. between 25th
Avenue and 27th Street by widening I0 ft. on the north
The widening on the north side of the
street between 25th Avenue and 27th Street, and a slight
cut at the southwest corner of 27th Street will help to re-
‘ move a slight irregularity in the alignment of the street
at 27th Street.




Douglas Street at 19th Street loolging west. This picture shows the Scottish Rite
Cathedral on the left of the picture and the Omaha Club on the right.
After the proposed widening the jog in the
street at 20th will be reduced.




This picture shows where Douglas Street now ends at 241]: Street.
CITY PLANNING COMMISSION

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Map showing Harney Street widening.
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Harney Street
East of 20th Street Harney has a width of I00 ft.,
and is one of the most important streets in the business
district. West of 20th Street Harney has a width of
66 ft to 36th Street, where it remains unopened between
36th and 38th Streets. An ordinance has already been
passed for the widening of Harney Street from 66 ft.
to 80 ft. between 26th Street and Turner Boulevard,
and opening a diagonal "cut-off" to Dewey Avenue at
33rd Street. The filling of this "cut-off” and opening it
to traffic will soon be completed. The City Planning
Commission has also recommended the widening of
Harney Street from 66 ft. to I00 ft. in width between
20th and 24th Streets, and from 66 ft. to 80 ft. between
24th and 26th Streets. Eventually, it may be found
advisable to widen this thoroughfare from 66 ft. to 80
ft. between Turner Boulevard and 36th Street, open
it up between 36th and 38th Streets to a width of 80 ft.
and widened to 80 ft. west of 38th Street to a point
where it might be connected directly with Farnam
Street, probably at 4Ist Street.
While Farnam Street is not a matter for discussion
in the present report, there is no doubt but what it also
should be widened west of 36th Street at some early
future date to I00 ft. to correspond with its present
width east of 36th Street. It is unfortunate that Harney
Street west of Turner Boulevard was not retained at its
original width of 80 ft. instead of having been reduced
to 66 ft. at the instance of abutting property owners.
To again increase its width to 80 ft. here is quite essen-
tial however, since Harney and Farnam Streets will
always be the principal thoroughfares leading to the
business district from the western part of the city. Far-
nam Street will always probably carry a transit line, and
if rapid transit is developed, will undoubtedly carry a
rapid transit line because it is the only street of sufficient
width to accommodate any rapid transit line. Harney
Street will probably remain free of transit lines west of
20th or 24th Streets, and the minimum width of 80 ft.
suggested will be no more than sufficient.

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Home}; Street at 18th Street looking west, showing Home}; Street [00 feet wide to
20th Street as it now is. The proposed widening will cut the south
side of the street to the white line, making a [00 foot
street from 20111 to 24th Streets.





Home}; Street at Zfithf Street looking west, where the street already
has been widened to 80 feet.
l8 CITY PLANNING COMMISSION



St. Mary's Avenue at 17th Street looking west, shaming the possibilities of
St. Mary's Avenue as a diagonal artery to the southwest part
of the city if extended and improved.
St. Mary’s Avenue
In point of location St. Mary's Avenue should make a splendid entrance
to the business district for the large population in the south and southwestern
parts of the city and for the newly established Ak-Sar-Ben Field. It now has
a bad pavement, a heavy grade, and an inadequate width which have served
to prevent its development for business purposes. A petition for the regrad-
ing of this thoroughfare is now filed with the City Council. Under the re-
grading plan the street grade would be reduced from 8% to 5% or 5'/2%
corresponding to that of Harney Street between I6th and I7th Streets.
While no recommendation has yet been made by the City Planning Com-
mission with respect to St. Mary's Avenue, its ultimate development de-
mands its widening to at least 80 ft. or 100 ft., as well as its extension west-
ward from 27th Street to Leavenworth Street and Turner Boulevard. St.
Mary's Avenue probably will never accommodate a transit line, and a min-
imum width of 80 ft. throughout may be sufficient. By increasing the
width, regrading and new pavement, as well as an extension westward con—
necting with Leavenworth Street, there will be developed in St. Mary's
Avenue one of the most splendid approaches to the business district. A large
area on either side of St. Marys Avenue east of 24th Street will then be
opened up for the westward expansion of the business district, which will
permit of the natural and logical development of this territory.
In the general regrading scheme of the St. Mary's Avenue district, How-
and Street west of 20th Street would be an easier grade. This street is only




St. Mary's Avenue at 26th Street looking west. This street will eventually be
extended west of 27th Street and connected to Leavenworth Street
at 33rd Street and the Boulevard.




24th Street at Douglas Street looking south, showing the intersection at Farnam Street.
24th Street will be widened to I00 feet, and will be the only north and
south thoroughfare extending the full length of the city.
20
CITY PLANNING COMMISSION

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Map showing 241/: Street widening.
40 feet wide in places and has some offsets in street align-
ments which can be corrected and the street widened to
about 66 feet, thus greatly improving this connection to
24th Street, intersecting the proposed extension of 22nd
Street.
Twenty-Fourth Street
As previously indicated in this report, 24th Street
is Omaha’s best north and south crosstown traffic route.
At the present time it has a variety of widths ranging
from I00 ft. in South Omaha to 52 ft. at California Street.
It should have been platted a uniform width of I00 ft.
throughout its entire length. We recommend that it be
widened now to I00 ft. between Cuming Street and Pacific
Street. Beyond those points widening, if found necessary,
can be accomplished at a future date. Between Cuming
Street and Pacific Street it is necessary to widen at the
present time if ever this is to be done, since constantly in-
creasing property values and new buildings on ground
to be taken will soon make widening between these points
so costly as to be prohibitive. Because of the tremendous
volume of travel that may be expected over 24th Street
from the north and from the south, and the great inter-
change of traffic that will always occur between 24th
Street and such streets as St. Mary's Avenue, Dodge, Dou—
Ias, Farnam and Harney Streets, a width of I00 ft. is
none too great for a thoroughfare of this importance. At
the present time there is considerable irregularity in the
alignment of the street, jogs occuring at California, Far-
nam Street and St. Mary's Avenue. An examination of
the accompanying map shows that in the proposed widen-
ing, practically all of the irregularity will be removed,
with the exception of at Farnam Street, where the effect
now occurring will be much less noticeable by reason of
the wider street.


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CITY PLANNING COMMISSION

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Map showing 22nd Street opening from Howard to Dodge.
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Twenty-Second Street
From Dodge to Howard Streets there 'is
no north and south street between 20th and
24th Streets—a distance of one—quarter of a
mile. This‘is too great a block length even for
residential districts and more especially for an
important business district. At least one north
and south street should be opened up between
20th and 24th Streets from Dodge to Howard
Streets. An examination of the property in
this area discloses the difficulty of attempting
to open any thoroughfare here. Such a street
is absolutely necessary, however, for the sake
of traffic accommodation as well as for con~
venience of business connection between the
several east and west streets. It has therefore
been recommended that 22nd Street be ex--
tended south from Dodge to Howard Streets.
Because of a difference in the alignment of
22nd Street to the north and south of the
opening, and an opportunity to avoid cutting
into some buildings, the new street will have
a slight jog to the east at Dodge Street and an-
other at Farnam; also a slight variation in
width of the street was adopted in the interest
of economy. Between Harney and Howard
Streets a width of approximately 70 feet has
been recommended, while between Dodge and
Harney a uniform width of 78 feet has been
recommended. The accompanying map shows
the location of the new proposed opening.
CITY PLANNING NEEDS OF OMAHA 23

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19 ' unwind‘!
l
Twentieth Street
20th Street now has a width of I00 feet north of
Dodge and 60 feet between Dodge and Leavenworth
Streets, through the business district. it also has a
“m” decided break or jog at Farnam Street. 20th Street
should be widened in the business district since it will
be extensively used by reason of its being the first prin-
cipal north and south street east of 24th, and has a
double track car line most of the way. its connections
on the north and south will admit of its use for consid-
erable traffic entering the business district. Between
1g sine!‘
\__n__l til
7-?
vol
201'“ - i
. l A E A.
i.
Map showing 20th Street widening.

ammo"
1s a



a; ‘ AJIIVH

% l
m


avuov;
20th Street at Home}; Street looking north, showing the dangerous fog in the
street that will be eliminated by the proposed 20th Street widening.
ST
Dodge and Harney Streets a width of too feet has been
recommended, the widening north of Farnam Street be-
ing on the east side of the street, and between Farnam
and Harney on the west side of the street, in order to
correct the present offset at Farnam Street. Between
l: Harney and Leavenworth Streets a width of 80 feet will
probably accommodate the traffic, there being no car
line.
Iv1onoq
DJ MU‘

l
s.
In
loooq
l
1
24 CITY PLANNING COMMISSION
Proposed Inner Belt Traffic Way
Omaha's opportunity to create a Traffic Way paralleling the Inner Belt
Railroad is one that comes to few cities. Omaha is growing rapidly and
within a few years will have far outgrown its present boundaries of devel-
opment. Today the Inner Belt Traffic Way would meet a much needed de-
mand for direct traffic facilities between those sections of the city now with-
out direct street connections. Ten or twenty years hence, the very presence
of the Belt Traffic Way will be an asset worth millions of dollars and un—
purchasable at any cost if not built now.
The Inner Belt Traffic Way as herewith proposed will:
I. Encourage the industrial development along the belt line by creating
better sites for industries with adequate street connections.
2. Prevent innumerable switch track street crossings.
3. Form a natural line of demarcation between residence and industrial
property.
4. Encourage best character residential and development by preventing
over-lapping of districts and consequent uncertainty of development.
5. Provide much needed direct street communication between the west and
south, and west and north, and between the business district and the
southwest section of the city.
6. Bring increased tax returns to the city by facilitating and insuring more
numerous and a more substantial character of improvements than could
otherwise be expected in sections now difficult and uncertain of im-
provement.
The Inner Belt line railroad occupies a valley traversing the city in a
semi-circular manner approximately two miles from the business district.
Already it has served to restrict the expansion of the city to the northwest
and southwest. Certain industries are located on it as well as many residen-
tial districts, and there is room for many more of both. The future growth
and expansion of the city will be vitally influenced by the nature of devel-
opment along the railroad. At the time the railroad was first built it is doubt~
ful if the growth of the city up to and beyond the railroad was anticipated. It
is doubtful whether a new railroad would now be built in this location if the
present line did not exist. However, as a distributor of coal and building
materials it serves a useful purpose, shortening hauls and relieving the streets
of much traffic. At the same time it furnishes good locations for prospective
industries wishing to be nearer their source of labor supply. As a matter of
fact, Omaha now has no good “close-in" immediately available for indus-
tries except along the Inner Belt Railroad.
There is a limited amount of low land adjacent to the inner belt line
and this lies mostly east of it. To the west of the railroad the irregular
CITY PLANNING NEEDS OF OMAHA 25

topography makes it difficult to furnish switch track connections and to
obtain the level land so necessary for extensive industrial development. This
land will be developed chiefly for residential purposes. The land suited for
industrial development east of the railroad varies in width from nothing, in
some cases, up to 600 or 800 feet. This puts a practical limitation upon the
amount of industry that can come along the inner belt and virtually demands
tlcilat th; best practical plan for employing every foot of industrial land be
a opte .
The first logical step, therefore, is to control the character of develop—
ment by means of proper zoning regulations governing the character of both
industrial and residential structures and boundaries of the districts within
which each should be confined. But fully as important as this is the creation
of a street which will act as a NATURAL boundary between residence and
industry. This street would be at the outer edge of the industrial district,
would be a service thoroughfare for all vehicular traffic incidental to indus-
trial development, and would obviate the necessity of projecting the present
rigid street plan into the limited industrial areas with consequent damage to
favorable sites, reduce the area available for industry, and result in innumer—
able streets crossed by switch track connections. Through establishment of
the Belt Traffic Way, the industrial sites can be self-contained, relieved of
streets entirely if desired and as many switch connections as are necessary
can be had without crossing a single street. By thus placing no arbitrary or
artificial restrictions upon the size and arrangement of industrial sites, a more
substantial and desirable, as well as an earlier form of development should
take place. Once the boundaries of the industrial district are established,
adjoining residential properties can be developed with a more substantial
class of improvements than if there was uncertainty that industries might in-
vade them.
Industry usually follows the level low-lying lands adjacent to the rail—
roads while residences seek the more pleasant locations upon the higher sites,
even though the topography be somewhat irregular. There is nothing to
prevent an overlapping of the two districts near their boundary, however, and
when this occurs, as it often does, a much less stable and substantial form of
development takes place. The Belt Traffic Way should form a distinct line
of demarcation between residential and industrial areas that not only would
prevent overlapping, but so firmly fix the boundary as to make uncertainty
of development impossible. By reason of this a more substantial form of
both kinds of development should result and thus produce more substantial
tax returns to the City in territory that is now scarcely built upon. Within
a few years, the creation of the Belt Line Traffic Way should cause many
hundred thousands of dollars of improvements in the form of new industrial
plants.
Obviously the lack of anticipatory street planning for such a trafficway
as is herewith proposed makes its establishment more or less difficult since
the rigidity of already established streets must be overcome without undue
damage to existing development. Its establishment in the northwestern
CITY PLANNING COMMISSION




I X 1 I ii" part of the city will be some-
i what facilitated through use
I‘ w" of existing sewer rights of
nit
W‘hy way. Were the Belt Traffic
Way to parallel and adjoin
' the railroad its construction
would be greatly simplified
and its resulting alignment
much more direct, but this
can be done only where no
industrial property exists.
To parallel and adjoin the
railroad would presumably
preclude industrial develop-
ment along the belt line for
we would not want switch
tracks crossing so important
a thoroughfare. To deprive
much of the low-lying prop-
erty adjacent to the belt line
of switch track connections
would be to preclude its de-
velopment altogether since
much of it could scarcely be
developed f o 1' residential
use.
The desirability of the ln-
ner Belt Traffic Way is evi—
denced by the fact that al-
ready many vehicles attempt
to follow certain portions of
the proposed route along the
railroad where no street now
exists.
The building of the Inner
Belt Trafiic Way would
create a real "circumferen-
tial" thoroughfare that
would make possible direct
communication between the
west and south or between
the west and north sections
of Om a h a, while at its
southern and eastern ex-
tremity, it would form a
nucleus of a much-needed
direct "radial" thorough-
tnner Belt Traflic Way looking west from 16th Street viaduct. The white line indicates the route of the proposed road
leading through the broad valley towards the southwest,



Inner Belt Trofic Way looking south from Center Street, showing the area for
location of industries between the Belt railroad and the proposed road.



Inner Belt Troflic may looking north from Dodge Street, showing the fpvorable
location for industries demanding traclfage and easy truclf lransporlalion
to downtown Omaha. The Bell Railway is located
to the left of the proposed road’.
28 CITY PLANNING COMMISSION


Inner Bell Trafic Way looking south from Hamilton Street, showing
possibilities for location of industries.
fare between the central business district and the southwestern part of the
city. There are innumerable benefits that would accrue to various localities
from the creation of such a street. Without doubt, it would become one of
Omaha's most used traffic ways, and as the city continues to grow, this thor-
oughfare will be in the center of a heavily built up and intensively occupied
area when it may without exaggeration be predicted that few streets in the
city will carry as much traffic.
A width of 100 feet is recommended for the Inner Belt Traffic Way.
With increased city growth there is little doubt but what a transit line must
be accommodated on much of the route. The 100 foot width will then per-
mit of two l4 foot sidewalks and a clear roadway width of 28 feet on either
side of the transit line which is ample room for three lines of moving vehicles
in each direction. The sidewalk widths might be reduced to five or six
feet, and the street made 80 feet wide, having a roadway width of 68 feet,
which is ample for a double track trolley line, and three lines of moving
vehicles in each direction, but the probable future use of this street justifies a
gidth of 100 feet, especially south of Dodge Street all the way to 16th
treet.
Most of the present large American cities have grown to the point
where circumferential thoroughfares within reasonable distance of the busi-
ness center are now prohibitive, very few having been planned or antici-
pated though their desirability is now fully appreciated. This is not true of
Omaha. The city's growth has not yet reached the stage where circumferen-
tial thoroughfares are impossible, in fact, they can now be created at small
CITY PLANNING NEEDS OF OMAHA
29
l 71
‘a: 13 n J! 1. n
\‘ .2‘:

Map showing Center Street widening.
cost, and with great advantage. This type of street
should be spaced from one to two miles apart, being vir—
tually area of circles of increasing radii struck between
the central business district as a center. The first of
these circumferential streets for Omaha would be along
the Inner Belt Railroad; the second or third along the
Outer Belt Railroad.
Center Street
Center Street is one of the most used thoroughfares
out of Omaha to the west. It is the only street now
open to east and west traffic between Leavenworth
Street three-quarters miles north and L Street two miles
south. We will have some other major east and west
streets between it and L Street, as that district develops,
but even with careful planning, no route can be devel-
oped that will have such advantages or attract so much
traffic as this artery following a natural and logical
route. Its grade is no where greater than 4%. This
accounts for the extent of its present use, and gives an
idea of the increase in traffic that will come as the city
grows. Because of its conections with important roads
in the country; its location in the midst of a district
within the present city limits which is very ripe for de-
velopment, and destined to become one of the densely
populated sections of Omaha, we should make certain
that it is adequate for these needs.
The lack of great thoroughfares radiating outward
in all directions from the central business district of
Omaha makes it all the more necessary to plan the exist-
ing principal streets that take the place of such radials,
in accordance with the demands that will be made upon
them. Traffic now using Center Street reaches the cen-
tral business district via 36th or 33rd Streets, and Leav-
enworth Street. This makes a very desirable and more
or less direct route. The future development and exten-
sion of St. Mary's Avenue to Leavenworth Street will
facilitate access to the central business district for all
traffic using Center Street.
At the present time there is a width of but 66 feet
on Center Street west of 32nd Avenue, or no greater
width than that of the average residential street. Obvi-
ously, this width should be increased because of the
30 CITY PLANNING COMMISSION

greater volume of traffic that may certainly be expected. Since Center is the
only east and west through street in a large and growing section of the city, it
will undoubtedly be needed for an important street car line for much if not all
of its length west of 36th Street. A width of I00 feet should therefore be
provided. Although it may seem a long look ahead to the day when Omaha
will need rapid transit lines, the very location of Center suggests its ultimate
possible use for such a line and to provide now the width of street necessary
for such an eventuality is but, the most commonplace form of municipal
foresightedness. Even aside from any consideration of possible rapid transit
service, however, a width of I00 feet on Center Street will be none too great
for the amount of vehicular and local street car traffic that may be expected
within a few years. Already there is a transit line on Center Street west
of 5lst Street, the usefulness of which will increase, and which will sooner
or later probably be rerouted to traverse Center Street east of 5lst Street.
An immediate justification for the widening of Center Street to at
least I00 feet is the establishment of the U. S. Mail Aviation Field and the
Ak—Sar~Ben exhibition grounds on West Center Street. Aerial mail service
will probably soon be established and many thousands of people may be ex-
pected to use Center Street in going out to witness the airplane activities.
The development of the Ak~Sar~Ben grounds with permanent agricultural and
industrial exhibitions means that tens of thousands of people will have to
be transported annually to this property. Among these people will be very
many strangers to Omaha. Not only would their impressions of Omaha
be most unfortunate were they forced to use Center Street in its present
condition, but there would be little desirable incentive for an early return.
In fact, the very success of the purposes of the Ak-Sar—Ben undertaking
may be said to depend upon the street approaches to it. Center Street is
the inevitable principal approach to these great exhibition grounds, and it
should now be widened not merely to provide for the traffic that is certain
to come, but to insure the early success of the Ak-Sar-Ben undertaking, and
to create now an approach to these exhibition grounds that is a credit to the
City of Omaha, in keeping with civic spirit.
The exceedingly great advantage of Omaha's fine wide streets in the
central business district ought to‘ be a constant reminder and example of the
desirability and necessity for providing ample width on the other main
streets of the city which now or later will carry traffic of equal or greater
proportions between important parts of the city. Citizens of Omaha can-
not too soon give serious consideration to the width and alignment of the
city's main traffic streets. Within the next few years there will be an un-
believable increase in the use of automobiles and motor trucks, and unless
the main traffic streets of the city are of sufficient width and so connected to
carry this traffic, not only will great inconvenience and dissatisfaction result,
but there will be a heavy financial tax burden placed upon the city at large
and upon the individual owners of property in the construction and mainte-
nance of pavements on an infinite number of miscellaneous streets, where
traffic will be forced to go to find a way through, and where it is not wanted.



Center Street at 60th Street looking west, showing proposed widening, matting
Center Street a great artery to the country southwest of Omaha.





Center Street at 40th Street looking west. This picture shows high ban/gs on
each side of the street which will be sloped battle when
the widening is afiected.
32 CITY PLANNING COMMISSION

During the war and even before, street traflic in the large cities increased on
an average of 15% per annum. In rapidly growing cities like Omaha this
increase may even be estimated as high as 20% to 25% annually during
the next few years.
Center Street presents one of the best opportunities for wise munici-
pal foresight and good city planning that could be wished for. The oppor-
tunity seems almost to have been saved for us. It has not yet been built up
with numerous commercial buildings and apartments that are sure to result
from the increase in traffic and the development of the district through which
it passes. To widen it now before the buildings come will cost but little,
while the widening should serve to stimulate the expected growth. Scarcely
any buildings will be taken if the widening is carried out now. Pending the
time when the full width of roadway is actually needed the present roadway
which has a new brick pavement west of 34th Street will suffice, while the
acquisitions of the extra width will insure the upbuilding of the street in
accordance with the eventual street lines, without any inconvenience and
with inestimable economy. The widening would still more be simplified,
if undertaken now, and the future appearance greatly. enhanced by reason of
the fact that Saddle Creek now closely parallels the street for some distance
west of 45th Street. This creek bed, if left in privately owned lots, will re-
tard and make very expensive and unattractive the development of buildings
facing Center‘ Street, whereas to acquire it will cost little and at the same time
permit not only of the necessary widening of the roadway, but make possi-
ble a gradually developed treatment of the street that would be unique as
well as practicable. The improvement we suggest would make I00 feet the
minimum width for the 2V2 miles in length. In parts where the picturesque
Saddle Creek adjoins the road, we take all the "waste land'’ of the creek bed,
making a parking in some places as much as 300 feet in width. Thus, with
only a trifle of work or expense, we save the trees of the creek and banks in
their natural beauty. Your first thought may be that this parking will be
out of place along a traffic street and that this sort of development belongs to
a boulevard. Is there not an added advantage in having this opportunity for
the upbuilding influence of a touch of nature displayed to the drivers of
market wagons, and trucks, who get little opportunity to admire our boule-
vards? The tourist may get his first favorable impression as he enters here,
or his last pleasing thought of the city as he leaves by this road.








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ion—one circle for each fifty
ion is
ity and‘ Street Railway Routes.
ion of populat
Map showing population dens
The small circles represent the distribut
people, according to place of residence. Note the lack of uniformity of
different parts of the city, and how populat
influenced by case of transit.
34 CITY PLANNING COMMISSION

(The proposed River Drive
One of the principal elements of good economy is taking advantage of
favorable opportunities. Too often do we fail fully to appreciate the full
advantage of an opportunity until its possibility of realization has passed.
Lack of foresight, failure to appreciate our opportunities and neglect of
anticipating the needs of growing cities has been a too common characteristic
of American cities. The fine wide streets of Omaha's central business dis-
trict are unusual examples of good municipal foresight, of wise economy
probably unappreciated by any citizen of Omaha until he visits other cities
and learns of the tremendous sums of money being spent to acquire even a
few wide streets such as Omaha now enjoys. Here they were created
without cost through the foresight of a single man.
In the PROPOSED RIVER DRIVE, Omaha is confronted with an
opportunity that is unlimited in its physical and economic possibilities. Few
cities possess a river-front such as Omaha with the unsurpassed views of
the Missouri River, and no city has even fully appreciated the advantages of
improving its water front until it has been at least partially spoiled by devel-
opment impossible to remove.
It is a generally accepted principle of city development that rugged
ground can seldom be used for residential or industrial purposes except at
prohibitive expense. Often the best use of such property is for recreational
purposes, preserving the natural beauty to prevent spoilation and unhealthy
growth. The bluffs and great ravines which constitute much of Omaha's
water front have great natural beauty. They cannot successfully be used
for residence or for industries. ~Such small use as has been made of them is
in the form of small shacks and for unsightly dumping grounds for refuse
and an occasional brick yard. Already these improper uses have produced
a deprecatory effect on adjacent properties causing a much poorer character
of development than should occur were proper care taken to make the irreg-
ular river-front property part of a well planned park system. The land is
cheap and no great expense need be incurred to simply preserve its natural
attractiveness. To let it further develop with unsuitable shacks and dump-
ing grounds is to invite further depreciation and consequent loss to the city
in taxable values of abutting areas.
The Fontenelle Forest Association is acquiring-and preserving the
splendid river-front property immediately south of the city limits—common-
Iy known as Child's Point. North of here the city has recognized the value
of the possibilities of river~front property by having acquired Mandan Park,
Brown Park, Spring Lake Park and River View Park. No great difficulty
or expense would be involved in acquiring the balance of the property east
of I3th Street and south of Missouri Avenue.
Immediately east of the business district and to the north the river-
front is low ground partially occupied by industrial structures, railroads and
more shacks. Here it would be possible to build a substantial and attractive

.r—i.‘ "- ‘:7,
UFI'ICC OF
CITY PLANNtNG COHMISMON
OHAMA _IIEOI
PROPOSED RIVER DRIVE
LiNOTH NINITIIN MILO;
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FTCIOOK
The River Drive is an improvement of great importance at this time. The inestimable
value of preserving the natural beauty and unsurpassed opportunity for
future generations cannot now be overestimated. Many cities
would pay dearly for such an opportunity. To delay now
means forever to forego this improvement.
_. ‘El-4
36 CITY PLANNING COMMISSION

retaining wall balustrade with the driveway immediately adjacent, no appre-
ciable change to existing development being necessary. This would be one
of the most satisfactory portions of the river drive since it would completely
change the present ragged and unfinished appearance of the river-front now
so evident to all who enter or leave the city. Already the city owns consid-
erable river-front property that will facilitate construction here while the
present harbor lines are sufficiently distant to permit of construction of the
driveway where the water-front is not owned by the city.
(The River Drive as a War Memorial
It has been suggested that the River Drive be built as a memorial to
Omaha’s activities in the great world war. The suggestion is worthy of seri-
ous consideration. Whether built as a war memorial or not, the River Drive
should be constructed now inasmuch as the opportunity now confronting us
will rapidly disappear through delay. If not developed as a war memorial
itself, it will at least furnish desirable sites and opportunities for community
buildings, or some such war memorial.
War memorials in other cities are assuming such forms as community
buildings, bridges and similar public works. These are proper expressions of
the spirit in which we entered the war, a spirit of unselfish public service,
and these memorials will fittingly serve to constantly commemorate that
service. The older forms of war memorials such as the arch or monument
more emblematic of victory and military prowess are scarcely suitable or
desirable forms by which to commemorate what is hoped will be the last great
war.
Unlike many other cities Omaha is not immediately in need of a large
centrally located community building. We do need several small commu-
nity buildings located in different parts of the city which could possibly be
constructed as war memorials as has been suggested. Certainly Omaha is
behind other large cities in the construction of community buildings and their
erection now is not merely to be desired, but they would serve as most suit-
able places for maintaining and fostering the community spirit so strongly
aroused for the first time during the war. But the thought which prompts
the suggestion of the River Drive as a war memorial is that in consonance
with the large part that Omaha, and particularly the district of which Omaha
is the metropolis, has played in the war there should be built a war memorial
fittingly great and expressive. Here is the majestic Missouri River from
whose water shed came the wheat, the cattle and many other of the food-
stuffs that sustained the armies as well as the populace of the Allied nations.
Can we not therefore, in the River Drive not merely preserve here the shores
of the Missouri River, but save and enhance for all who may come to enjoy
the splendid views of this mighty stream. Indeed, it seems not merely an
opportunity but an obligation.





This picture shows the majestic Missouri River as viewed
from the proposed Drive.




View along proposed River Drive. The road will wind among the hlufls
along the Missouri, making it one of the most beautiful
drives in the country.
38 CITY PLANNING COMMISSION

The states of New York and New Jersey have united to preserve the
shores of the Hudson from spoilation by private enterprises in order that
they may forever be enjoyed by this and future generations. Likewise, Min-
neapolis and St. Paul have acquired the banks of the Mississippi, and Euro-
pean cities invariably preserve and ornament their water-fronts. Certainly
none of these cities have had the natural advantages or such an inexpensive
possibility as has Omaha in its proposed River Drive.
Brief Description of River Drive Route
The accompanying map on page 35 shows the location of the River
Drive and its relation to the existing boulevards. The River Drive can well
be said to form the basis of our boulevard system. Later developments and
extensions of the boulevard system with proper connections to the River
Drive make possible a system unequalled in any city of the world. Simply
as an advertising feature the Drive would be worth many times more than it
cost. Great cities are noted for certain monumental accomplishments in
public works. Omaha's opportunity would not long go begging in any pro-
gressive city.
South of Missouri Avenue and east of I3th Street it is proposed to take
all of the property to the city limits. This area consists mostly of hills with
great ravines leading to the river. Nothing of much value exists there today,
but the natural beauty is rapidly being spoiled by refuse dumps and squatter
settlements and brick yards. A few public spirited citizens have purchased
certain tracts here to prevent further spoilation. From here access to the
Fontenelle Forest and Child's Point tracts would be possible via Fort Crook
(Bellevue) Boulevard.
Within the area suggested for acquisition is Mandan Park while adjoin-
ing it on the west is the proposed Brown Park tract and Street gulch, and
the most attractive Spring Lake Park, which is to be enlarged.
North of Missouri Avenue the Drive would connect with River View
Park by acquiring the unimproved property between I3th Street and the Bur-
Iington Railroad. North of River View Park the Drive would be extended
through the old Gibson Village district to the bluffs east of the County
Detention Home. These bluffs should be acquired, being of no practical
value, and sufficient ground along the top taken to secure good roadway con-
struction and outlook points. Here is one of the best views of the Missouri
River to be found. North of this bluff the Drive could descend with easy
grade through an existing ravine passing over the Burlington Railroad south
of Martha Street. This would be the most advantageous point for a via-
duct over the railroad leading down on the north to a spacious river front
park immediatley south of the Union Pacific Bridge. The extensive plans for
lake front development in Chicago are a splendid example of the character
of park which could be here developed without great difficulty or expense.




Proposed River Drive looking north from Florence Water W orks. This part
of the Drive is already in use, being known as the River Road.



View along proposed River Drive. This picture shows a stretch of
natural timber south of Castellar Street.
40 CITY PLANNING COMMISSION

From the Union Pacific Bridge north to the Iowa-Nebraska state line in
East Omaha the River Drive would consist of a wide roadway with sidewalk
or esplanade and simple ornamental balustrade and river wall built between
the harbor line and existing river front buildings. This would require some
fill as would also the park below the Union Pacific Bridge, but the city's
refuse could be used once proper piling and reventment work was done.
Time would be required, but there is no great haste necessary. We are build-
ing a city for future as well as for present generations. The important
thing now is to take advantage of the opportunity before it is lost. To acquire
the necessary right of way for the Drive now is neither a difficult nor ex-
pensive task. Delay means complete failure of this remarkable plan.
From the river bank in East Omaha there would be two northern
routes for the River Drive, one leading along the east side of Winspear tri-
angle to I Ith Street and thence to the future proposed entrance to Carter
Lake Park at about 14th and Ames Avenue. The second route would pro-
ceed north from the river front to the eastern most portion of Carter Lake
Park. The drive could then proceed through the Park and thence north along
Florence Boulevard to the water works. This would involve a new bridge
across the Northwestern tracks. At one time it was considered that the
entire river front of East Omaha might be used for the River Drive, but be-
cause of the continual erosion and because of the presence of Carter Lake
Park making a much more desirable terminus, it was considered unwise to
attempt to include the entire East Omaha river front for purposes of the
River Drive. This would involve considerable difficulty and expense because
of the great mileage of the river front in East Omaha.
North of the Water Works there exist bluffs and ravines similar to
those in the southern part of the city. These have unusual beauty and attrac-
tiveness and could be well acquired in connection with the River Drive.
They can never be put to any practical use either for residential or industrial
purposes. The River Drive could make use of the present roadway along
the river front north to Ponca Creek where the River Drive could turn west
along Ponca Creek Road to where it would connect with the Washington
Highway. Along the Ponca Road is some unusually attractive property that
should also be acquired in connection with the development of the River
Drive. Later the terminus of the River Drive at the Washington Highway
could be made the starting point for the further development of the boule-
vard system, especially for connections west and south outside the present
city limits.
Summing up briefly the many advantages of the River Drive plan they
may be stated as follows:
I. Taking advantage of an unsurpassed opportunity.
2. Creating an improvement for which Omaha may become world famous.
CITY PLANNING NEEDS OF OMAHA 4|
3. Building of a memorial worthy of the City's best efforts.
4. Making an asset of what would otherwise become a liability of waste
land.
5. Affording an unlimited opportunity for commemorating the city’s his-
tory and its men and women who performed a distinguished service.
The City Planning Commission recommends that a popular motor bus
service be established on the Boulevard system and on the proposed River
Drive when finished, giving the people an opportunity to see and enjoy the
natural scenery along our Boulevards and Parks and the River Drive.
Aside from motoring this water front development provides a conven-
ient outing place, some part of which will be within easy walking distance
of fully one—half the population of Omaha.

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