158 
PARK AND CEMETERY, 
agreed that the solution of this principal difficulty could be 
feasibly met, either by placing the proposed car on branch 
tracks, shifting it out of the way when the regular cars had to 
pass such tracks, or by having the Funeral Car at the nearest 
car barn, within telephonic reach. It was found that between 
the two railway systems twenty-one such stations, or shifting 
places, could be provided, and thus cover and accommodate 
the entire City of Cleveland. When this conclusion was 
reached Mr. Henry A. Everett, President of the Cleveland 
Electric Railway, and J. B. Hanna, Secretary and Treasurer of 
the Cleveland City Railway, agreed to build and place in pub- 
lic service the desired Eure al Car. I gave them in outline the 
design, but my highest expectations were far more than rea- 
lized, as the gentlemen named spared no expense in fitting up 
the F'uneral Car, so that it resulted in a veritable “pa’ace on 
wheels.” Those of j'ou who saw it yesterday will bear me out 
in this statement. The F'uneral Car was placed in service last 
autumn and soon grew in public favor, in spite of the opposi- 
tion manifested openly and secretly on the part of some who 
felt that their business interests were jeopardized by this new 
departure from the old time system of ‘‘funerals with car- 
riages.” That this opposition is based on selfish motives goes 
without saying. It will necessarily and eventually be brushed 
aside by the people as they become accustomed to this innova- 
tion, which is an outcome of our ‘‘electric age.” The more 
progressive and better cla.s.s of funeral directors encourage its 
use; others must follow, as the Funeral Car is here to staj'. The 
people, seeing that its use is a great convenience as well as a 
great saving, without making the funeral a whit less respect- 
able, will demand it. The Electric Funeral Car will eventually 
do away with the meaningless and costly funeral cortege, com- 
po.sed of a long string of carriages, often filled with sham- 
mourners. It is in line with Funeral Reform, which all of us 
connected with cemeteries so ardently desire to see effected and 
to which we give our best thoughts and efforts. 
a few months in the year, and then found his roads almost im- 
passable during certain winter months. 
To the progressive superintendent about to take up the 
iuiprovement of his cemetery dtives, the most important ques- 
tions are, what is the best form of construed n adapted to the 
conditions prevailing in my cemetery, and at what cost can this 
work be done to assure permanent results at a minimum cost of 
maintenanct? Without discussing the separate advantages of 
the various well known pavements, let us proceed on the well 
established hypothesis that a Macadam or Telford macadam 
road is the best form of construction adapted to park or ceme- 
tery work. The essendals of thorough macadam constiuction 
mentioned in their order of importance are, good drainage, a 
solid foundation and a clean, hard, wearing surface. 
Drainas^e . — This most important necessity in road work is 
too often entirely neglected to the detriment and rapid disinte- 
MODERN DRIVES FOR CEMETERIES.* 
The general public has been very slow to realize the im- 
portance of thorough road construction, but all economists who 
have given the road question its needed consideration, concede, 
that although the cost of properly surfacing earth roads is in 
comparison to the cost of some showier or more conspicuous 
improvements heavier, yet good roads afford more pleasure, 
more profit, and ultimate ben' fits to the material and moral 
welfare of a community, than even the much demanded tele- 
phone or railway systems. 
Our roads are the common highways of the people, abso- 
lutely necessary to our business relations, and to our very civil- 
ization, and should be so constructed as to be passable in all 
seasons of the year, with the least possible waste of labor under 
heavy and constant travel, and so as to give a cleanly and 
wholesome appearance to surrounding property. 
As the public has been slow to understand the benefits of 
good road construction, so has the former cemetery superinten- 
dent not appreciated properly budt drives in his grounds, but 
with the development of the modern park cemeteries, whose 
landscape effects draw countless admiring visitors at all seasons 
of the year, it soon became evident to the foresighted superin- 
tendent, that the most disagreeable an! the most marring feat- 
ure of his grounds were his earth driveways. If the soil in his 
grounds was sandy, his roadway proved to be very soft and 
dusty in the summer and rough in the winter. If the roads 
were of clay soil he may have prided himself on his fine drives 
A Paper read at the Cleveland Convention of the Association of American 
Cemetery Superintendents, September, 1900. By W. H. Evers, County Surveyor, 
Cleveland, O. 
SHCTION .VND PLAN DESIGNED FOR CEMETERY WORK. 
gration of the improvement, leadidg the average inexperienetd 
official to erroneously condemn, either the character of the 
workmanship, or the selection of material used or the plans of 
construction adopted. 
Drains must be laid for two purposes, equally essential to 
the permanency of the improvement; first to rapidly and thor- 
oughly drain the surface, and second, to keep the subgrades 
and subsoil dry at all seasons of the year. Surface drainage 
has long been recognized as of prime importance, yet the prob- 
lems of the various details in constructing a perfect system at a 
minimum expense, are such, as to require years of active exper- 
ience, and the theoretical tiaining of an engineer, to solve in- 
telligently. The various sizes of pipe required (and the cost of 
the work is materially affected by even a small increase in size 
of pipe) are dependent upon the extent of area drained, th: 
gradient and alignment of the sewer and the rapidity with 
which the surface water reaches the catchbasins. This is purely 
