4 
PARK AND CEMETERY, 
CEMETERY ROADS. 
In the following remarks it is the intention of 
the writer to deal with the question of roads onl} r 
as they are related to cemeteries, because the con- 
ditions are different to those pertaining to a park 
or public road. That is to say, the travel can be 
regulated more to light vehicles, and as for the 
monument laden wagon it can be restricted to dry 
weather. There are to-day numerous articles and 
books on the subject but when applied to many of 
our cemeteries they are useless. This may be said 
especially so in the matter of the smaller places. 
And why? Because of the great cost of construc- 
tion. Yet one fact always before us is that a most 
essential feature of cemetery improvement is good 
roads. 
To use the words of a well-known superinten- 
dent: “there is nothing that makes a lot holder so 
satisfied with a place as to be able to reach his lot 
without having to traverse a muddy road.” 
Then there is the undertaker; and it must be 
borne in mind his recommendation is an important 
one. He likes to bring people to a place where 
his carriage does not plow through the mud. I 
have in mind a very beautiful cemetery where great 
taste is shown in the arrangement of trees and 
drives; but although the association have some thirty 
acres improved no attempt has been made to con- 
struct permanent roads. I have heard people say, 
“what a pity such a beautiful place has not better 
roads.” It is well for the association that there is 
no competition. 
Of course I realize that on good roads alone you 
cannot have a beautiful cemetery, yet at the same 
time I wish to impress upon the readers of PARK 
AND CEMETERY some of the important reasons for 
good roads. 
In regard to construction. In the first place let 
the superintendent look about him and see what is 
available. Don’t do a thing because you have found 
some other cemetery doing the same. It may be too 
expensive to apply to your place. In some parts 
of the country very valuable material is wasted. 
There is a cemetery not many miles from New York 
where they construct their roads thirty inches deep 
on a sandy soil. Such expenditure is literally throw- 
ing money away. One-third the depth would have 
been ample under the existing conditions. In most 
cemeteries more or less stone is to be had, but in 
many cases it is not fit for a finished road because 
it is too soft, and is soon reduced to mud. Now if 
that same stone was used on edge for a foundation 
it becomes valuable. In some localities there are 
plenty of coal ashes to be had for hauling. Now 
take the stone mentioned above for a foundation in 
a twelve to fourteen inch excavation for your road- 
bed. Fill in enough ashes to leave about four 
inches space unfilled and roll well. After which 
buy crushed limestone or what ever is available 
and finish the remaining four inches. A mistake 
that is liable to be made here will be to put about 
two inches of one or two inch size and two inches of 
screenings. It will be found to be far more lasting 
if the four inch space is almost filled with the larger 
size stone and just enough screenings used to fill in 
the crevices. After the above operation the whole 
road ought to be again well rolled and if a sprinkler 
is available it will help matters if the road is wet 
thoroughly. A toad so treated will wear well for 
cemetery purposes. Where the soil is light and the 
drainage good, the bottom stone can be dispensed 
with entirely. A noticeable feature of a road built 
as described above is that the surface has less tend- 
ency to grind into mud. The explanation lies in the 
fact that the ashes act as a cushion for the top. 
Some authorities advocate the use of clay in con- 
nection with road construction, but I think that a 
great error. Clay is too expansive in its nature and 
in consequence in the spring time when the frost is 
leaving the ground the clay will work out from be- 
tween the stones. 
Perhaps it may not be out of place to say some- 
thing on the subject of gutters. They should never 
be used where they can possibly be dispensed with 
for various reasons. But some sort of an outline for 
the edges of a drive is a great help to preserve the 
neat appearance in the future. If any material is 
used for that purpose such as asphalt, brick or pav- 
ing stones they should not protrude above the sur- 
face of the drive in the nature of a curb, but should 
conform to the contour of the road. 
Bcllett Lazuson, Jr. 
HORTICULTURAL BUILDINGS, NEW YORK BOTAN- 
ICAL GARDEN, BRONX PARK. 
The horticultural buildings for the New York 
Botanical Garden at Bronx Park will comprise thir- 
teen houses, covering an area of some 45,000 square 
feet. The accompanying illustration and descrip- 
tion we take from The Florists' Exchange. 
The central feature of the range is a palm house, 
circular in form, 100 feet in diameter, and in height 
about 90 feet from the terrace level to the finial of 
the upper dome. From either side of this house, 
running east and west respectively, are two connect- 
ing wings, each divided into compartments, the 
dimensions of these wings being about 30 feet wide 
by 1 16 feet long. In height they are about 12 feet 
to cornice line and 26 to the ridge. At the ends are 
placed houses in the form of a cross, with lanterns 
