as possible, and the width between roads 
is determined by the reasonable distance a 
casket can be carried from the hearse. 
Therefore the walks should be at right 
angles to the roadways, which, in case of 
rolling land is up and down the hill. 
Where the land is very precipitous some 
special arrangements will have to be made. 
If the topography or general direction -of 
slopes changes considerably within any sec- 
tion, the walk and lot arrangement should 
change to suit it. 
With this arrangement the graves can 
be located with the foot or head toward the 
walk and thus will be level ; that is, the 
length of the grave will follow the con- 
tours of the ground. 
Everyone knows that irrespective of the 
slope of the land the bottom of the grave 
is level, yet our sentiment on such matters 
is such that a grave which has a sharp 
pitch, especially if the head is down hill, 
presents a very unpleasant appearance. 
The square or rectangle is the most rea- 
sonable form for the lots, as they have to 
accommodate a certain number of rectan- 
gular graves or monuments. As was said 
before, a great number of lots of irregular 
shape, so often seen in cemeteries designed 
on so-called modern lawn plan, represent a 
certain loss of land. Moreover, the diffi- 
culties of engineering and of recording the 
lot system are greatly increased. 
Therefore, the greater portions of the 
blocks should be composed of regular lots. 
In the case of the secondary roads, these 
lots can run out to the road line, that is, to 
the edge of the reserve strip of three to 
five feet which it is desirable to have next 
the paving. A number of irregular spaces 
will result, some of which can be included 
with the adjoining lot; others used as re- 
serve spaces for planting on the road bor- 
ders. On primary and important roadways 
the lots will be more valuable if arranged 
in a double tier following the road lines. 
Here all graves would face the roads. 
The irregular spaces in this case would 
TA RV I A T R E 
Thanks to the genius of Macadam, there 
was a long period in recent history when 
the road easily withstood the vehicle. The 
smooth, hard macadam road, however, in- 
vited the development of the automobile 
and still more recently the motor truck, 
and macadam roads were doomed to swift 
and general destruction. 
Now, however, the road is getting the 
better of it again, thanks to the develop- 
ment of the modern, bituminous binders. 
Many of the old macadam roads do not 
require rebuilding and processes have been 
developed for applying tarvia to the old 
surface in such a way as to preserve them 
from the ravages of modern traffic. In 
building new roads or rebuilding the old, 
tarvia binders are used which are so strong 
PARK AND CEMETERY. 
then occur at the back of this double row 
of lots, at the point of break into the reg- 
ular lots. These are again often useful for 
planting as a background for the monu- 
ments along the road. 
Larger reserve spaces in the centers of 
the block for plantings are often made and 
in a general way are good. Sometimes, 
however, a more effective scheme will re- 
sult by taking lots here and there for this 
purpose, as w ill be discussed later. 
In addition to the planting spaces in the 
lot sections certain large areas such as 
whole blocks perhaps, including lakes, 
should be devoted to lawns and planting 
without any land for sale. Land adjoin- 
ing the entrance should be kept free from 
graves for perhaps 200 to 300 feet. 
The size of the lot is a subject open to 
much argument and one we will make no 
attempt to settle. The local conditions and 
demands of the class of people it is in- 
tended to serve should be studied in each 
case. The size should be based upon the 
number of graves intended and the size of 
the grave units. The box for an adult is 
usually about two feet by seven feet on an 
average, and the extremes would probably 
be about three feet by eight feet. Allow- 
ing for a head marker and a slight margin, 
ten feet is the usual space for the length 
of each grave. Forty to forty-eight inches 
in width will allow a reasonable space be- 
tween graves, and either five or six graves 
to twenty feet. Therefore a lot twenty 
feet square will contain from ten to twelve 
graves spaced at convenient distances. This 
number is more than sufficient for most 
families. A half foot lot (or a unit half 
this size) will provide five or six graves, 
and a quarter lot, three graves. 
It is often advocated that the lot should 
be two or three feet longer than wide, the 
extra space being for a monument. In the 
first place, monuments are not in such uni- 
versal use now as formerly, and only a 
certain percentage of the people erect them. 
This extra space, then, is a useless tax on 
ATMENT OF 
that the stones are held in place despite all 
the efforts of traffic to dislodge them. 
It is now ten years since these modern 
binders were introduced into this country 
and the experience of many communities 
runs back over the whole period. In New- 
ton, Mass., for instance, there is a section 
of Newton boulevard which was treated 
nine years ago with tarvia at a cost of 14 
cents per square yard. The cost of main- 
tenance of the whole Newton boulevard, 
subsequently all treated, comprising five 
miles of the heaviest traveled automobile 
road out of Boston, sixty feet wide, has been 
brought down to $1,200 per year. This in- 
cludes cleaning and all work done on the 
surface of whatever nature. 
Cleveland, O., lias a stretcli on Bellflower 
107 
all the people for the sake of a few. 
Moreover, few lots are ever completely 
filled and the space of one or more graves 
can be used, or the extra space resulting 
from infants’ graves. It may be assumed 
that a person intending to erect a large 
or elaborate memorial will be able to ac- 
quire a suitable amount of land to display 
it. The very wealthy in the large cities 
often buy as much as 10,000 square feet 
or more, and in cemeteries making pro- 
vision for this class of people some lots 
should be provided of extra size with suit- 
able restrictions. Again, if the predomi- 
nating demand is obviously going to be for 
a small lot, say ten by twenty, or for sin- 
gle graves, such provisions should be made. 
L’nder ordinary circumstances, however, 
there is much to be said for a more stand- 
ard lot unit. The lot sections should be 
planted several years in advance of being 
placed on the market. This planting, at 
least as regards shrubbery, should bear a 
close relation to the lot lines. It is often 
impossible to predict several years in ad- 
vance just what the demand will be at the 
time the section is opened. Therefore, 
with a standard unit of, say, twenty by 
twenty feet, it is a very simple matter to 
place such restrictions as seem desirable on 
each section at the time it is placed on sale: 
in places, nothing less than four lots may 
be sold; in other blocks, whole lots, half 
lots or quarter lots ; or even certain lots 
may be set aside to be sold as high-class 
single graves. Single graves of a cheaper 
class are best arranged in a more compact 
form in a section or area given over to 
them. Long rows of various sizes, with or 
without paths between the rows, is the 
usual method. 
The base lines of the original survey re- 
ferred to several times will be very con- 
venient in locating and recording the lot 
arrangement in a very definite manner, so 
that there can be no question as to the ex- 
act location of each lot in the future. This 
can be seen in the illustration. 
OLD ROADS 
road which was put down in 1905. It has 
been in service ten years. 
Many other towns experimented with 
tarvia in the early days and have now set- 
tled down to the use of this material as a 
fixed policy. 
Plainfield, N. J., is one of these, and it 
now has thirty-six miles of well-kept, tar- 
viated road, the result of a consistent and 
economical policy that was inaugurated in 
1908. 
Another town is Westfield, N. J., with 
upwards of nineteen miles of smooth roads 
that have been maintained and made dust- 
less with tarvia at a very low cost. 
Important parks and cemeteries have 
adopted tarvia for their roads. The tar- 
viated roads are clean enough and dry 
enough to use as walks and at the same 
