In order to assist the Board to determine what is necessary to be done to properly complete the system of roads and paths in Jamaica Park, we [818]respectfully submit the accompanying sketch plan, detailed plan, and the following report.

Little or no work of construction has yet been done in this park except that the drive and ride of Jamaicaway and the beach path have been almost completed along the eastern side of the pond. To obtain the necessary space for the Jamaicaway and its Ride, and at the same time to preserve an important row of trees, it was necessary to fill a strip of water opposite the end of Burroughs Street, and because of the extreme depth of the pond it was further necessary to retain this filling by a dry wall. This wall, however, is designed to rise only one and one-half feet above the standard level of the pond and it will be soon shrouded in shrubbery. Elsewhere the eastern shore of the pond takes the form of a beach, thus permitting the satisfaction of the natural desire of most persons to get close to the water. The shores of small bodies of water such as Leverett or Scarborough Ponds cannot be made beaches without sacrificing beauty and the appearance of naturalness, but Jamaica Pond has had a beach shore, at least during the summers for many years; it is broad enough to occasionally develop waves such as make beaches; moreover, the dimensions of the proposed beaches are so insignificant when compared with the breadth of the pond and the height of its treeclad banks that {none} can deem them a serious blot upon the landscape. This last fact is clearly illustrated by a cross section of the pond drawn to a natural scale which accompanies the sketch plan herewith submitted.

There remain to be determined the exact lines of the paths and roads which will give access to the promontory of Pine Bank and the lines of such paths and roads as may be desirable on the west or Prince Street side of the pond. For Pine Bank the plan submitted suggests only one narrow road leading to the refectory, with branches to the carriage shed, and to the service or administration buildings which will be in a measure concealed in a deep hollow. The paths suggested by the plan of Pine Bank explain themselves.

For that part of Jamaica Park which lies west of the pond alternative propositions are herewith presented with plans and cross sections. In one of these propositions a carriage road within the park is contemplated; in the other no special road for pleasure driving is provided, but the existing road outside the park is proposed to be widened and otherwise improved so that it may serve as a street for general use better than it does at present. The two propositions may be referred to as the Double Road Plan, and the Single Road Plan. In comparing the two plans advantages can be claimed for each and disadvantages charged upon each. Neither will be carried out without giving occasion for much criticism, and with which the balance of advantages lies can only be determined by a careful comparison. For these reasons we have thought it right to so far elaborate both plans that they may be fairly presented to your Board. The balance of advantages lies, in our judgment, with the Double Road Plan, but this not so decidedly that we are unwilling to assume professional [819]

The Parkway. Sketch of the General Plan of Jamaica and Leverett Parks, Boston, Aug. 18, 1894

[820]

The Single Road Plan suggests the widening of the existing Prince Street to a width presumably sufficient to accommodate both the pleasure driving and the ordinary street traffic of this district of the city for many years to come. The width proposed corresponds with the width to which Perkins Street is being constructed along the north side of the park. We can recommend no lesser width because there can never be a street parallel to Prince Street within half a mile to the eastward, while in view of topographical difficulties none is likely to be built to the Westward short of a distance greatly exceeding what is usually allowed between city streets. Assuming that the proposed width of street is the least which is advisable, we find that to obtain this width without incurring the ugliness and the high cost of continuous retaining walls on the parkside of the street, it will be necessary to acquire here and there strips of private land on the west side of the existing street, which private land will then need to be either walled or regraded. Even when this is done several strips of the park land will have to be turned into the street and high retaining walls will by no means be wholly avoided.

The advantages of this Single Road Plan are that the strip of park land between the road and the pond will be kept free from carriages and uncut by the sharp dividing line of a road. With respect to the local scenery of this part of the park and the interests of people visiting the park on foot, this plan is the more desirable. The disadvantages of the plan are that pleasure driving will be compelled to mix with an ever increasing volume of ordinary traffic; that private land will have to be taken to widen the street and that on the park land and the private land trees to the number of one hundred and twenty-five will have to be felled.

The alternative Double Road Plan, by providing a separate way for pleasure driving permits of Prince Street remaining comparatively narrow and much as it is to-day. This plan calls for the building of less retaining wall than the other plan, and it involves the destruction of fewer trees; thirty-five being required in one case and one hundred and twenty-five in the other. It is true that the pleasure drive will cause a considerable loss of breadth and landscape {quietness} in this section of the park, but as the upper part of Leverett Park and Jamaica Park itself will in any event be provided with a long series of sequestered paths, this consideration should not be given undue weight. In these two parks this part of the future city will be provided with more secluded walks than any other park except that district which adjoins the Wilderness side of Franklin Park. It should be noted that the pleasure drive itself will gain enormously in interest and beauty by being separated from the boundary traffic road of the park. Such separation was not possible in the Fens except at a few places. It was not possible along Muddy River, but on the Brookline side of Leverett Park it has been effected, to the great improvement of the appearance and attractiveness of the drive. Beyond Jamaica Park again, in the [821]Arborway, in the Arboretum, in Franklin Park and in, we hope, the new parkway leading to Stony Brook Reservation, the pleasure drives have been secluded or separated from the boundary roads. Wherever space permits such ought to be the arrangement. Those who drive cannot gain the full advantage to be derived from parks unless this can be the arrangement. To drive for miles with houses on the one hand and a park on the other, and to mix in all these miles with vehicles which must use the one road to carry freight to the adjoining houses is to eat only the half loaf which is better than no bread. To drive past Jamaica Pond in the shade of the woods and out of sight of houses is to eat of a whole loaf if a small one.

Another, though a minor, argument for placing the drive within the park may be derived from a consideration of the position of the proposed Parkman Memorial. Shall visitors to this shrine be asked to alight by the side of a street upon which will face houses in the rear of the tablet and also about it? Or shall they reach it by driving through a comparatively narrow and shaded way not far from the water from which road they will walk up to the monument over land which was Parkman’s garden?

It seems necessary that some decision should be reached at once with respect to the problems set forth above. The question of the boating and the possible bathing arrangements at the pond are not so pressing but we hold ourselves in readiness to discuss them with the Board at any time.

Respectfully submitted,