PARK AND CEMETERY. 
0 
on each side of the road, in the grass, one 
foot from the true line. In this way this 
line can always be “picked up” and the lo- 
cation of lots be determined to a certainty 
even years after the original staking out. 
The vertical curves introduced between 
changes in grade were treated with as 
much care as the horizontal ones. The im- 
the edges of the roads and paths, each of 
them connected through six-inch Akron 
pipe with the drainage system before men- 
tioned, and this connection naturally the 
question of gutters or no gutters was given 
serious consideration, but decided in the 
negative. The gutters, if properly laid, will 
prevent a wash along the edge of the road, 
Akron pipes, extending just outside the 
edge, at such intervals as to give con- 
nection to each lawn area. It may be de- 
sired later to' extend water pipes, to supply 
new structures with underground electric 
wires or put in other appliances. These 
pipes or wires can then be pushed through 
the six inch pipe without disturbing the sur- 
ARCHED BRIDGE CARRYING FIFTEEN FOOT ROAD. 
CURVED BRIDGE FOR FIFTEEN FOOT ROAD; 125 FEET 
LONG; ROAD PARTLY' FINISHED. 
portance of this is often disregarded, but 
owing to the circumstance that a road is 
always viewed in a nearly horizontal direc- 
tion and seen very much in foreshortening, 
any sudden change in the grade will appear 
very prominent and disturb the continuity 
of the curvatures as much as a sharp 
break in the horizontal alignment The 
total length of roads is 6 miles 15 feet 
wide and 414 miles 7 feet wide. 
The traffic on the drives on a cemetery 
differs materially from what is to be ex- 
pected on a public highway. On the latter 
during late years the increasing use of fast 
automobiles and heavy trucks has necessi- 
tated numerous attempts at constructing a 
hard, smooth road surface to replace the 
formerly universal and satisfactory ma- 
cadam, but on the cemetery the special 
cause of this change in construction 
should not be found, and for that reason a 
macadam surface, which up to the arrival 
of self-propelling vehicles has had the rec- 
ord of solidity and permanency, has here 
been considered the proper one to adopt, 
especially as the natural subsoil, consisting 
mostly of broken shale and hard clays, 
forms an admirable sub-grade. The con- 
struction of the drives was performed in 
the standard way, sub-grade prepared 
carefully and rolled with steam roller, six 
inches of broken trap applied in two lay- 
ers, each of them supplied with binding 
and screenings respectively, watered and 
rolled, edges trimmed with sodding; in 
other words, there was nothing remarkable 
to distinguish it from other first-class 
work. The seven-foot paths were built 
with three inches of natural gravel sur- 
faced with one inch of small-sized broken 
trap, also rolled and watered. 
For the sake of drainage, catch basins 
have been built at frequent intervals along 
but at a disproportionate expense. They 
represent a considerable outlay for con- 
struction, and, what is more, they occupy 
valuable ground. An eighteen-inch gutter 
along each side of ten miles of road would 
occupy more than 150,000 square feet, each 
square foot representing an expense for 
construction against an income for burial 
purposes. Against this is to be weighed 
the circumstance that each heavy rain is 
apt to cause some wash along the edge of 
the steeper parts of the roads, though in 
all but the most extreme cases affecting 
only the top dressing of screenings, but 
this damage is so easily taken care of by 
the ordinary force employed that it is con- 
sidered insignificant in comparison with the 
means needed to prevent it altogether. The 
amount of water falling on the road areas 
is trifling; it is the lawns sloping towards 
them that supply the bulk of it, and natur- 
ally the most damage is to be expected 
during construction. During that period 
the roads have not yet become compacted 
in their full length, the future lawns are 
bare, either ploughed, harrowed or dug up, 
and each rain will form rills along the sur- 
face concentrating the flow and giving it 
vastly more momentum than it can attain 
after the finish when each blade of grass 
acts as a brake on the speed, tends to pre- 
vent rills and consequent concentration into 
definite streams. A secondary reason for 
leaving out gutters is their unsightliness. 
On a country lane or on a highway with a 
part of the right of way left in its natural 
state a gutter or even a ditch looks natural 
and inoffensive, but on a drive with well 
maintained edges and smooth lawns on the 
sides a gutter, build it as you may, of grass 
or stone, looks out of place. 
A rather important feature is the plac- 
ing under the roads of empty six inch 
face of the road, whereas the digging up 
of a road of any kind will leave a scar 
that may not be healed entirely for years. 
The cost of these empty pipes is triflng, 
and if only a fraction of them is ever used 
it is well justified. 
The brook flowing through the cemetery 
lengthwise has necessitated eight bridges to 
carry 15 foot drives and five for 7 foot 
paths. Owing to the shallowness of the de- 
pression through which the brook flows 
the headroom was decidedly limited and 
for most of the bridges it was an object to 
get along with as little as possible. 
For that reason a model was adopted 
for the drives, as illustrated, a typical de- 
sign, simply a rectangular opening five 
feet wide, of whatever height available, 
covered with a reinforced slab of concrete 
and provided with the necessary wing 
walls, parapet with railing, etc. The width 
was made 20 feet in the clear to allow for 
a foot strip of grass along the drive, 
and the height was gauged to leave room 
for a little fill between the concrete slab 
and the macadam. For variety’s sake the 
material of the bridges was concrete or 
rubble as taste dictated. On three of the 
bridges the headroom permitted the use of 
an arch and thereby afforded an oppor- 
tunity to introduce a little variety in design, 
rubble arches, pilasters and masonry piers 
in the railings, etc., giving an opening for 
further decoration with vases, etc. Con- 
sidering the diminutive size of the brook 
one of these bridges makes quite an im- 
posing impression, as on account of the 
conformation of the ground it has been 
given a length of 135 feet and is built to 
curve with the road. The bridges for the 
seven foot paths consist simply of rubble 
abutments carrying wooden superstruc- 
tures and rustic railings of varying design. 
(To 6e continued.) 
