WHO WILL BUILD THE ROADTOWNS
My many friends have advised me to sell the Roadtown patents or form
a company and sell stock. But these people have failed to realize
the comprehensiveness of the Roadtown project. Indeed, should I have
promoted the Roadtown as a monopoly for private gain I would have
unquestionably been the meanest man on earth, for in me and my backers
would have been combined all the despotism of the landlord, the
railroad magnate, the factory slave driver, the wasteful middle-man,
the extortionate retailer and half of the commodity trusts. The private
owners of the Roadtown would be absolute master of the inhabitants in
every phase of life.
I know no better way to explain to my well-meaning friends who wear
dollars instead of lenses in their spectacle frames why I do not care
to make a private monopoly of Roadtown, than to say that I was raised
in a country town and know the sad limitations of human aspirations
due to the loneliness and narrowed horizon of isolated existence, and
that I have also lived in the congested districts of New York and of
other large cities and know the pain and misery of the life of the
city, and that for me to think of promoting Roadtown as a private graft
would be exactly comparable to the idea of the discoverer of diphtheria
antitoxin keeping the secret for selfish gains.
The Roadtowns will be built by the people who believe in its principles
and who have money to invest at 5 per cent, or the market price of a
security better than municipal bonds. The Roadtown corporations will
each be chartered with a nominal capital stock which will bear no
dividends. I will at first hold this stock in trust. This stock will be
the voting stock of the corporation, hence, I or trustees I might name
will have control of the policy of the company within the limitations
of the charter. I wish this stock to be non-dividend paying so the
Roadtown can never be made to pay profits to me or anyone else and to
pay interest on bonds only to those who are cash investors. My object
in holding or trusteeing this stock is to keep the control of the
Roadtown out of the hands of those who may use such control as a means
to the numerous forms of graft commonly present in corporations. I wish
to stand between the bond holders and the residents of Roadtown and the
grafters, and this privilege is the reward I ask for the invention of
Roadtown--I want no promoters or monopoly profits, no inventors’ stock,
and no fancy salary, but I do want the opportunity to see that no one
else gets any such advantage over the Roadtowners.
My reason for wishing to control the voting stock of Roadtown is that I
do not believe a democratic organization can be created at once in its
entirety but that it will have to evolve naturally. If an oligarchic
form of control was established now it would doubtless be perpetuated
for generations and become corrupt as are present corporations and
governments. I believe that during my life time, I, with the aid of
good advisers, can evolve a purely democratic form of control and thus
permanently prevent it from falling into corrupt hands. I confidently
expect the coöperation of men of the highest national reputation in
matters of trusteeships.
_Home Rule for Roadtowners._
The Roadtown management will have to grow and develop starting perhaps
with one-half mile section and adopt such rules as are necessary to the
protection and comfort of the tenants. They will be consulted about
whatever concerns them directly and thus gradually evolve into a plan
of self-government. When I say self-government I mean as regards the
things that under our present system they haven’t a word to say. They
go to the polls occasionally and vote for somebody but can seldom trace
any benefit from the vote. In Roadtown direct legislation, initiative,
referendum and recall will enable a man to really have a say.
The control of the local affairs in Roadtown will be wholly a matter of
local option and the suffrage will be exercised by both sexes.
There will be no definitely set districts as townships or municipal
wards, but each question to be voted upon will be submitted to the
parties concerned, for illustration: the steward will be elected
or recalled by the people whose food the preparation of which he
superintends. They will also determine his salary. If they vote him
a high salary and he hires an expensive set of helpers and sets a
luxurious table the people who elected him can eject him if they do
not approve of his extravagance, but if they desire to live wastefully
they can do so and the people of more moderate tastes can move into a
section which is known to be moderate. By such opportunity for local
option, people will be given the chance of finding sections to suit
their tastes and purses.
Roadtown will be a great equalizer of present life by the removal of
special privileges of the rich and those who are “in” to reap where
they have not sown, but there will be no tendency to dictate to the
people how they should spend the money they have equitably earned. You
now have to ask the gas trust, the ice trust, the milk and meat trust,
the middlemen’s trust and many others even if it is permissible for you
to marry and live a normal life.
The original price of Roadtown rents will be made to vary with the
desirability of the location. Favored localities will be settled by
people with the money to pay for it, and these people will naturally
vote for high class service and this in turn will be added to the
original price of rent. In this manner certain sections of Roadtown may
become more expensive and so the various grades of society will find
their wants readily supplied.
Roadtown will possess a leveling influence, it will hasten the equality
and brotherhood of man and the Kingdom of God upon the Earth, but it
will not reduce man to a single level at one operation, and if these
natural laws of human nature should be outraged by an enforced leveling
programme, the full Roadtown development would be seriously retarded
for a generation.
_Detached Villas Practical but Undesirable._
In my earlier work of planning on Roadtown I thought it would be
necessary to cater to the wishes of the well-to-do by discontinuing the
house line in some sections and breaking it up into detached villas.
By carrying the monorails and all pipes and wires in a trench from
villa to villa the full benefit of the co-operative functions could be
attained, but of course with the additional expense of the extra land,
extra length of the trench and its contents, the extra wall and the
loss of the roof promenades. I know of nothing that will give a better
conception of the wonders of Roadtown than to consider for a moment
this villa construction. By the continuation of the Roadtown trench
between villas it would be possible to give to a modest ten or twenty
thousand dollar villa facilities that would cost half a million if
installed in a single country or suburban home.
But when we had such a villa completed what advantage would we have
over the continuous house? A few added windows on two sides of the
house that would look out into the other fellow’s windows across the
lawn and instead of passersby on a grand promenade above our heads
entirely removed from our sight, or we from theirs, we would have a
sidewalk by the door where our neighbors who became curious as to our
domestic affairs could stroll and stare into our windows and doors.
In practice more light and air could enter the two freely open sides
of the Roadtown house than through the carefully shuttered windows on
four sides of a “private” villa. I am satisfied that very few if any
sections of Roadtown will be built in villas because they will offer no
advantages that I am aware of to offset the disadvantages. People will
accept the uniformity of the exterior of the roofs and walls as they
now accept the uniformity of the street. Their personal tastes will be
put on interior decorations or in beautiful gardens that may be seen
from the roof promenade and enjoyed by all.
Before the bonds are offered for the development of any section of
Roadtown the matter of municipal franchise, and options from suburban
land owners and farmers for the right of way and for garden sites will
progress as much as is practicable and a statement will be issued
showing the appraisal value of this land, the status of the franchise
matter, together with architects’ drawings and engineers’ plans, and
specifications setting forth the estimated cost of a certain finished
structure with equipments in a certain locality. This will give the
prospective bond buyer an exact knowledge of the property upon which he
may secure the mortgage in exchange for his money which will be held
by trustees until the required amount is raised and then disbursed by
them according to the specifications. That this will be an excellent
security will be assured by the fact that the options will be secured
at a very low rate because of the competition raised between rival
land owners all of whom desire transportation and the other Roadtown
facilities.
This principle has been made use of thousands of times in railroad and
trolley promotion and has poured millions of dollars worth of watered
stock into the hands of crafty promoters. As there is no promoter’s
graft in Roadtown the bidding of land owners for this line of city
through their neighborhood or property will turn to the benefit of the
bond holder in enhancing the solidity of his security and to the land
owner in bringing a strip of city to his farm.
_Builders of Roadtown Take Minimum Risk._
The wonderful economies of the Roadtown construction, such as cheap
building material, principally rock and sand from the farm, steam
shovel excavation instead of hand shovel, work train instead of cart
hauling and poured cement construction instead of hand labor, the
economies of open piping and wiring, and the valuable patents that are
being donated because of the humanitarian bases of promotion, will give
a better building for the money than can possibly be made under present
conditions anywhere and make the first mortgage on Roadtown, including
as it does transportation, telephone, water, gas, electric, sewage and
other franchises, real estate mortgage and a mortgage on a permanent
fireproof house, will make it the best possible form of security
known, and no inflated land values. Don’t forget that feature. Such
a bond will be virtually a municipal bond as the people living in
Roadtown can be taxed in the form of rent to meet the interest. No one
who has fully grasped the principle of Roadtown will doubt for a minute
that it can be built, for it is not a complicated mechanism which must
fail if one part proves faulty, but simply the grouping together of
inventions already in use. And even if some of these should prove to be
unfeasible they would hardly be missed in the total.
The whole question of the value of the Roadtown bonds depends upon the
question as to whether or not people will live in the Roadtown after it
has been built. I have spent a hundred pages telling of the comforts,
conveniences, social and industrial advantages of Roadtown life.
Heretofore I might have fallen into minor errors, but no sane and fair
mind can reason away the fact that Roadtown life will be wonderfully
attractive to the vast majority of mankind. As proof of this, over a
hundred high class families have spoken for apartments in the first
section, if it happens to be built near New York. But suppose we admit
for the sake of argument that the Roadtown house was no better and no
worse to live in than a typical suburban house of to-day. Clearly then
the worth of the Roadtown bonds will depend wholly upon the price of
Roadtown rent which in turn will depend upon the original cost and the
cost of operation.
_The Cost of the First Mile of Roadtown._
With a view of answering this question I submit the following letters
and figures from Frank L. Sutton, a consulting engineer of 80 Broadway,
New York City. These figures are based upon the cost of the first mile
of Roadtown. These figures show that it will not be necessary to build
a long section of the Roadtown before it can underbid the rental of the
isolated house or city apartment and thus secure population and begin
business.
It goes without saying that as the length of the Roadtown increases the
cost per mile and the cost per house both in construction and operation
will decrease.
FRANK SUTTON,
CONSULTING ENGINEER,
80 Broadway,
New York, November 12, 1909.
_Mr. Edgar Chambless,
150 Nassau Street, New York City._
DEAR SIR: Referring to the report hereto attached giving
a general description and the estimated cost of the mechanical
and electrical equipments for the Roadtown, as well as the cost
of construction of the building and equipment, and further
the cost of operation, would say that these results have been
carefully computed and there is no doubt but that the Roadtowns
can be built and operated for the figures given in the report.
On account of the arrangement of the building and the convenience
by which raw material can be transported, the proposition is
without doubt the most economical and efficient form of good
construction that can be devised.
Very truly yours,
FRANK L. SUTTON.
REPORT ON CONSTRUCTION WORK AND POWER EQUIPMENT FOR PROPOSED ROADTOWN
BY
FRANK SUTTON, CONSULTING ENGINEER,
80 BROADWAY, NEW YORK CITY.
The following calculations are based on the construction of two
hundred and fifty (250) two-story houses in a continuous row. This
also includes a continuous glass enclosed roof promenade 10 ft. wide
and 8 ft. high. The estimate gives the complete construction of these
buildings, including the tunnel for the proposed monorail road, also
a central power plant, including kitchen, laundry and such other
equipments as may be necessary for the proper maintenance of such an
establishment. It further includes all mains, pipes, wires, so that
when the plant is completed it would be ready to turn over to the
occupant in a completely finished condition.
Each house will be equipped with hot water heat furnished from a
central station; electric lights, electric power, telephone connected
with central station, vacuum sweeping system, complete plumbing and
water supply.
The calculations which are given herewith are fairly close and without
doubt under proper management and accessible facilities for getting
material the work can be done for the estimate given.
250 houses, 21´ wide × 20´ deep, with seven
rooms well furnished as per illustration
@ $1,800 each $450,000
Five coöperative centers, tower-like in effect 50,000
Wiring houses based on $50 per house 12,500
Heating, ” ” ” $150 ” ” 37,500
Plumbing, ” ” ” $125 ” ” 21,250
Laundry machinery 8,000
Cooking apparatus 12,000
Boiler plant and heating apparatus 40,000
Refrigerating plant 10,000
Electric plant and switchboard, telephone 40,000
Wiring, feeder mains, etc. 12,000
Brick Chimney 4,000
Sewerage system 20,000
Water supply and mains for irrigation and
domestic use 40,000
Gas and vacuum producers and holders 10,000
-------
One mile of house--equipped $777,250
Cost per house--equipped $3,109
The principal fixed charges for labor, coal, interest on the investment
would be as follows:
Chief engineer $2,400
Two (2) assistant engineers, $80 per month,
$960 each 1,920
Four (4) firemen, $60 per month, $240 each 2,880
Two (2) extra men, $50 per month 1,200
Chef, $75 per month 900
Three (3) cooks, $40 per month 1,440
Four (4) helpers, $20 per month 720
One (1) laundryman, $100 per month 1,200
Ten (10) women, $20 per month 2,400
------
Total labor cost $15,060
Coal 4,000
Oil and waste 500
6% interest on $581,250[B] $34,375
7% ” ” 196,000[B] 14,550 48,852
------ ------
Total expense for one year’s operation,
interest and depreciation $68,385
[B] The lower rate of interest is charged upon the house and
fixtures, the higher rate upon the plants and machinery.
Or each tenant’s rent for year to be $22.76 per month or $3.25 per
room, exclusive of charge for food but inclusive of furniture, power,
cooking, heat, light, water, vacuum sweeping, laundry and the delivery
of all food, parcels, produce, etc.
The population could without doubt be increased by 500 to 1,000 houses
more without any material increase in the principal items for labor,
such as engineers, firemen and heads of departments. The only extra
increase would be for help in these departments which would be governed
by the amount of work required.
TRANSPORTATION CALCULATIONS.
_Using Autos_
Four (4) electric autos for passengers and
food $12,000
10% interest, depreciation and repairs $1,200
Six (6) men @ $75 per month 5,400
------
$6,600
For 250 families $1.70 per month.
Mr. Sutton has not included the Boyes Monorail in his report because he
was asked to make an estimate for a single mile of Roadtown. For this
length the auto service is the more economical. Mr. Sutton, however,
finds no fault with the Monorail, as is seen from the following letter:
_Mr. Edgar Chambless,
New York City._
DEAR SIR: In reference to the adoption of the Boyes
Monorail system for Roadtown would say that I have carefully
examined the drawings and general outline of the scheme designed
by Mr. Boyes and believe it to be well adapted as a means of
rapid and noiseless transportation, and further believe that the
operating expenses of this system and the cost of construction
will be extremely reasonable. The design of the system from a
mechanical and electrical standpoint is entirely practical.
Very truly yours,
FRANK L. SUTTON.
The total cost for building and operating the Boyes monorail system
between New York and Philadelphia or for ninety miles is estimated by
Mr. Boyes as follows:
ESTIMATED COST OF BUILDING AND OPERATING ROADTOWN TRANSPORTATION.
As submitted by Wm. H. Boyes using the Boyes Monorail system.
Line from New York to Philadelphia--90
miles. Cost of the double express and
single local track, not including
excavation, cement work, nor power
plants which are figured in general
cost of Roadtown, 270 miles at $15,000
per mile $4,050,000
24 express trains at $28,000 672,000
18 local trains at $5,000 90,000
_________
Total cost of equipment $4,812,000
Interest and upkeep at 7½% $360,900
126 motor men at $1,000 126,000
75 guards, ticket men, etc. 60,000
_________
Total $546,900
Monthly cost per family $2.
_Economy Increases with Length._
The Roadtown becomes more efficient as it grows in length, but the
argument that it cannot be started because it will be too tremendous
an investment to build a house a hundred miles long is wholly without
meaning, for a Roadtown of a hundred apartments would show an
advantage over a box style apartment house of the same room capacity
and this efficiency would increase with every added apartment. The
first Roadtown bonds will be floated for a mile or half mile unit and
will require funds well within the cost of one apartment house. To
this beginning house units will be added as fast as needed and more
utilities put in as the increasing length warrants it.
Suburban land owners will donate rights of way and garden strips,
farmers will donate larger gardens, and ranchmen immense farms. Each
will be governed somewhat by the bidding on proposed competing routes,
but it is safe to predict that they will all recognize the enormous
increase in land values that a strip of city will bring with it and bid
accordingly. It is interesting to speculate on the size of their bids
for such a wonderful advantage in view of their very liberal gifts to
steam and trolley roads which have given them so little in comparison.
The location of the first Roadtown will be determined by the people who
give the new form of civilization the warmest welcome. If you have any
inducements or practical suggestions to offer, write, I’ll be glad to
welcome and consider them. It may be in Long Island or in California or
in Japan, but the locations of the subsequent Roadtowns will be more
easily predicted: they will be wherever there is enough population to
make coöperative house construction worth while and sufficient wealth
and enterprise to execute such an undertaking.
The logical location for early lines of Roadtown will be at the end of
present rapid transit or commuting facilities of our cities or will
tap these lines far enough out to avoid high land values. Thus there
will be ample vacant ground to start a Roadtown at the uptown end of
the New York Subway that could build right through to Boston. Real
estate within or near the city will, of course, be higher in price,
but as such Roadtown dwellings will be able to compete in every sense
with the present prevailing forms of two story houses seen in such
districts, and have in addition all the Roadtown advantages including
indoor rapid, noiseless and dustless transportation, they could afford
to pay for the extra value of such land and still be the object of envy
by the outside residents. As soon as it has passed beyond the present
suburban or speculative belt, the Roadtown will at once take on the
life of the city in the country as pictured in this book, yet all the
inhabitants will have quick and cheap transportation services into the
old cities.
The demand for such Roadtowns for commuting purposes will be so great
at first as to prevent the earlier structures from coming into their
full use as homes for a population that shall support itself by work
within the Roadtown proper. How quickly this demand will be filled is a
matter of speculation. The economic incentive will readjust wisely. It
never fails. At present, with all the suburban development, the heart
of the city is becoming more and more densely populated. We have not
been able to get people out of the city as rapidly as the population
increases. The Roadtown will materially aid in this fight to get the
people out of the city to live.
_A Real Remedy for Congestion._
But with the development of the Roadtown a new factor enters this fight
against congestion. The suburbanite must depend upon the city for
his livelihood, the Roadtowner need not. The result will be that the
Roadtown as soon as built will begin to take people away from the city
to work as well as away to sleep, and this means a real relief of city
congestion, not simply the frantic piling up of humanity twice each day
at the gates of the city.
You might ask, what will be the ultimate place of the Roadtown in
the civilization of the world? The answer is as impossible as would
have been an answer to the ultimate place of the railroad in the
civilization of the world had that question been proposed seventy
years ago. The railroad is a great civilizer. It carries with it all
the material aids to civilization that can be hauled in a freight
car. The Roadtown carries into the home what the railroad takes only
to the freight and express office, and it carries in addition the
civilization of pipes and wires which the railroad cannot transport. It
would have been a wonderful vision for a man of the first quarter of
the last century to have attempted to picture the ultimate effect of
the railroad--but his vision would have fallen short of the reality.
Try for a moment now to take the railroad out of civilization and
substitute the methods of 1825. I believe the Roadtown will be to the
twentieth century what the railroad was to the nineteenth and that my
present efforts to predict its future would fall just as far short of
the reality as would Stevenson’s dream of the railroad civilization of
to-day.