The interurban highway system can be realized very cheaply. Ninety-five per cent of the necessary roads now exist as public highways, and the cost of acquiring the other five per cent will be merely nominal. The diagram (Plate XL) is laid out with a radius of approximately sixty miles from the city hall. The cost of widening that comparatively small portion of the roadways which require to be widened; the straightening of the few which need such treatment; the planting of trees along the highways; and the macadamizing of the roads are improvements that may be hastened by concerted intelligent action. The expense involved is comparatively small, but the economy and convenience to the public are very large. Is it not evident that this portion of the plan can be realized at no distant day provided a strong organization of active men shall be formed for the purpose of carrying it into effect? The suggestions in regard to trunk lines, their rights-of-way, stations, and general conditions, are many and serious. The suggestions have been made for the purpose of bringing about the greatest economy of money and time, both in freight and passenger handling. If the recommendations herein contained will produce conditions really beneficial to the individual shipper and passenger, undoubtedly they will be found best for the railroads themselves. The direct object in view is to free a large portion of the South Side from tracks and stations and restore it to business use; to double the capacity of the streets of the whole city by opening circulation to the north, west, and south, and by connecting the outlying parts in the best possible manner with the heart of the city. Over and above all these considerations, highly important as they all are, is economy in the freight handling of Chicago as a shipping center. The object here has been to find that general principle which, if applied, will give to the merchants, manufacturers, and jobbers of this city all the advantages that should naturally be theirs throughout the great territory dominated by Chicago. If the general scheme herein proposed shall not be adopted by the public and the railroads, some other inevitably must be, because the very life of the community is involved in the solution of this problem. The commercial prosperity of the community is represented by the cost per ton of handling freight into and out of this territory as a shipping center. General changes in railroad conditions take years to accomplish. That will be the case if such a scheme as we recommend is carried out; but the public should remember that they will not be taxed to pay for it. When these improvements come they will be railroad enterprises, undertaken by the railroads and carried out by the railroads.