364 
PARK AND CEMETERY. 
CEMETERY ROAD BUILDING WITH REFINED TAR 
Cemetery roads in their general aspects 
may be classed with park roads. In some 
respects, however, they differ radically. 
The same landscape tenets that apply to 
park roads apply also to cemetery roads. 
They should conform in character to their 
surroundings ; they should be capable of 
upholding the traffic that goes upon them; 
they should be reasonable in cost of con- 
struction and in cost of upkeep. 
The cemetery road must, however, be of 
a more refined character than the general 
park road. The proximity of buildings and 
of monuments and mausoleums of nicely 
finished stone makes it absolutely necessary 
that the cemetery road should present a 
neat and attractive surface, in proper har- 
mony with its formal surroundings. A 
good surface of crushed stone meets these 
requirements better than any other dis- 
covered up to the present time, and it 
should be the aim of the cemetery road 
builder to obtain and retain this character 
of surface. The proper use of modern bi- 
tuminous binders of a tar origin will en- 
able him to do so if the properties of the 
materials are thoroughly understood and 
the methods of manipulating them known. 
The use of gravel and even dirt roads 
and the oiling of dusty roads is permissible 
in park work, but should not be coun- 
tenanced in cemetery work. The soft 
roads can be used in parts of the parks 
only frequented during dry summer 
weather and oiled surfaces may be coun- 
tenanced on continuation of city streets 
through a park system. In cemetery work, 
on the other hand, roads must be built 
which will allow funerals to be held at any 
time of year. This requires a hard road 
which dries easily. 
While the traffic on cemetery roads is 
relatively speaking light, they must be built 
to withstand occasional very heavy loads. 
By Philip P. Sharpies, Chief Engineer, 
Tarvia Department, Barrett Mfg. Co. 
Monuments of all sizes and weights must 
be handled over the roads as occasion war- 
rants. The cemetery road must, therefore, 
be better provided with foundations than 
the average park drive. 
Cemetery roads, unlike park drives, are 
usually not provided with any reserved 
space for pedestrians, and it is necessary 
therefore that they be provided with a sur- 
face clean and non-soiling for foot traf- 
fic. There must be, therefore, no oily or 
sticky substances on the surface of the 
road. The refined tars lend themselves ad- 
mirably to the solution of these problems. 
Cemeteries with high gradients find an 
added incentive to the use of a bituminous 
binder. Drives with gradients of more 
than three per cent are subject to much 
surface wash at times of heavy rains. In 
the new construction work with bituminous 
binders this can be entirely eliminated. 
One of the incidental advantages of 
roads bound or treated with refined tar is 
their freedom from weeds. The refined 
tar inhibits their growth to a large ex- 
tent, especially if no dirt pockets are al- 
lowed to form on the surface of the tar- 
treated macadam where weed seeds can 
gain a foothold. 
The first use of refined tar in cemetery 
work followed soon after the successful 
application of tarvia to park work. Like 
the park work on the Metropolitan Park 
system in Boston and the South Park sys- 
tem in Chicago, it was Tarvia A surface 
treatment of existing macadam roads. J. 
C. Scorgie, superintendent of Mt. Auburn 
Cemetery, of Cambridge, Mass., treated the 
entrance drive in 1507. The hot Tarvia A 
was broomed out on the surface and im- 
mediately coated with peastone rolled in 
while the tarvia was still warm. The orig- 
inal treatment is, for the most part, intact 
and has protected the driveway from 
weather and wear while at all times pre- 
senting a pleasing appearance of clean pea- 
stone and an absence of weeds. Although 
this early use of Tarvia A was entirely 
successful, subsequent work has been main- 
ly in the direction of permanent construc- 
tion work with Tarvia X used as a binder 
in building new macadam roads. Every 
year sees an increase in the area, and at 
the same time, owing to increasing skill on 
the part of the employees and owing to the 
use of improved apparatus, each year’s job 
is more satisfactory than the last. 
Other cemeteries in the vicinity of Bos- 
ton followed along the same line. C. P. 
Harding, of the Evergreen Cemetery, has 
gone through the same experience, begin- 
ning in 1909. 
In Chicago, Graceland Cemetery under 
Mr. Tilton’s direction began the use of 
Tarvia A in 1906. Like the work in Mt. 
Auburn, the surface . treatment soon led 
to more permanent forms of construction 
and now fully four and a half miles of 
main roads are built with Tarvia X. Work 
in the past two years has been greatly fa- 
cilitated by auto-truck deliveries. It has 
been found practical to surface treat some 
of the older driveways with Tarvia B put 
on by machine. This cold application has 
proved much cheaper than the previous 
hot application of Tarvia A and for some 
classes of roads has proved entirely satis- 
factory. 
Other Chicago cemeteries have had equal 
success. Thomas Wallis, of Rosehill, be- 
gan construction with Tarvia X in 1909 
and has used Tarvia B for maintenance. 
Edw. G. Carter, of Oakwoods, has used 
Tarvia X in construction work since 1911. 
James Y. Craig, of Forest Lawn, Omaha, 
was another pioneer in construction work 
and began work in 1908. 
In Canada, Mt. Pleasant Cemetery, W. 
H. Foord, superintendent, was the pioneer 
and began work in 1909. His old work is 
still in excellent shape, but the area added 
each year shows the constant improvement 
due to increasing skill and knowledge of 
the materials. 
The use of Tarvia X has also made it 
possible to use road metals not otherwise 
available. In 1909, E. S. Chapman, of Mt. 
Pleasant Cemetery, Arlington, Mass., built 
a small area of road, using Tarvia X as a 
binder on a gravel containing sizes from 
pea gravel to 2G-inch pebbles. This first 
experiment, crude in its way, led to fur- 
ther developments, and now very satisfac- 
tory roads are made from gravel obtained 
from the cemetery’s own pits and sized by 
screening. 
In other places, as in the Lakewood 
Cemetery, under A. W. Hobert, a crushed 
TARVIATED ROAD IN LAKEWOOD CEMETERY, MINNEAPOLIS, MINN, 
