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 THE 
 
 STREETS OF SAINT 
 
 REPORT OF MR. A. W. CAMPBELL, C.E. 
 
 (JOVKRNMENT RoAO COMMISSIONER FOR THE PROVINCE OF ONTARIO. 
 
 RADICAL DEFECTS IN STREET MAKING 
 AND REPAIRING POINTED OUT. 
 
 How Work Should be Done. — Matekial to he Used. 
 Street Paving. — General Uecommendations. 
 
 [Published by the St. John City and County Good Roads Association.] 
 
 The following is the full text of the report made by Mr. A. W, Campbell 
 
 C. E., Road Commissioner for Ontario as a result of his visit to St. John in 
 September last : 
 
 To Hia Worship Mayor Robertson and is merely approximate, made up as fol- 
 
 members of the Council of the city lows: 
 
 of St. John, New Brunswick: 18'=<7-St. John and Carlotou $12,08.S.h7 
 
 „ ,, _ ,. .^, 1888— St. John and Cailoton 26,625.02 
 
 Gentlemen,-In compliance with your i^9._st. john and Carloton. Port- 
 request that I should prepare a report i^nd from May 18th 27,560.64 
 
 upon the streets and street system of 1890— St. John, Carletou and Port- 
 
 the city of St. John 1 beg to submit the 'ao<l 74,829.37 
 
 , , A. rvu ^ ■ e -If lS»l-St. John, Carleton and Port- 
 present document: The brief period of , ^^ 94 014 06 
 
 my visit, however, and the little time 1892-St. John, CarlGton and Port- 
 available for a careful examination of all land 53,437.47 
 
 work and departments prevent as de- 1803-St. John, Carleton and Port- 
 tailed a statement of the matter as I '"nd 35,28.3.42 
 
 would wish to give. 1804— St. John, Carleton and Port- 
 
 The accounts of the corporation show ln"d 24,560.63 
 
 that from 1887 to 1896 inclusive, that 1895-St. John, Carloton and Port- 
 is for a period of ten years, the amount Innd 29,763.10 
 
 spent on street improvement, including 180ft-St. John, Carleton and Port- 
 sidewalks, reaches over $400,000. This land 28,05)4.77 
 
 includes the cost of the road to Indian- The foregoing estimate shows an aver- 
 town and a portion of th.; Carleton im- age yearly expenditure of about .$40,000. 
 provement account, ft does not, how- Excluding the Indiantown road construe- 
 ever, include the expenditure of Port- tion and Carleton improvements the nor- 
 land prior to May 18, 1889, or a period mal yearly expenditure appears to reach 
 of a little more than two years; nor are nearly .$.30,000. I was informed that 
 scavenger accounts included. The esti- about one-half of this is spent on road- 
 mated total of $400,000 is i^ot exact, but ways, the remainder on sidewalks. 
 
STREETS OP SAINT JOHN. 
 
 CONDITION OF THE STREETS. 
 
 The city of St. Joliii is very compact, 
 there being only about sixty niilos of 
 streets. There has been a con.'siderablo 
 amount of work done on them, but, witli 
 tlio exception of some qmirryinj? neces- 
 sary in opening a few streets, very little 
 of a permanent nature has been accom- 
 plished. The large expenditure noted 
 above is entirely too great to be spent 
 on work of a temporary character. 
 There is really no good paving in the 
 city and the general condition is below 
 a good standard. A great part of the 
 work already done, and further \\ork 
 done in a similar manner, renders the 
 change to permanent plans more diffi- 
 cult; since the work and material now 
 being placed on the streets will have to 
 be torn up and carted away in order to 
 grade the street properly. Expenditure 
 as in the past, therefore, is not merely 
 ill-advised as regards immediate results, 
 but is wasteful with regard to the future. 
 In driving over the streets of St. John 
 I noticed wooden blocK pavements on 
 Main street, Clu'rlotte street from Union 
 to King, Prince William, Dock and Mill 
 streets, all of which ^pill soon have to be 
 replaced. Main street is one of the 
 principal thoroughfares of the city and 
 receives a heavy trafiic from the St. John 
 river docks; and also the greater part 
 of the travel from the western country 
 passing over Douglas avenue. 
 
 Douglas avenue is the main entrance 
 to the city from the west and is very 
 heavily travelled, but is almost in a state 
 of nature. Drainage is greatly needed 
 and would be easily obtained through the 
 adjacent property and ravine crossing it. 
 Water street (Duke street to Reed's 
 Point), a much travelled street passing 
 along the front of the wharves, is veiy 
 heavily travelled and receives heavy loads 
 from the wharves. It has been covered 
 with rough stone, has no sewer, no curb, 
 no crown, shape nor form. The soakage 
 from the nplying land to the east is 
 through the foundation of the roadway 
 to the harbor; a sewer or drain on the 
 upper side of the grade is necessary to 
 cut off this soakage water. On this 
 street from Duke street to the Market 
 Square $000 has been spent this year in 
 improving the .surface, which improve- 
 ment consisted of a heavy coating of 
 rough broken stone covered with soil ; 
 and this is already, under the very heavy 
 traflBc, being rapidly converted into mud. 
 By iiext spring it will be an excellent 
 
 example of the fallacy of expending 
 money in temporary work, entirely in- 
 adequate to the demands of heavy traffic. 
 The ferry trafiic also passes from Prin- 
 cess street along Water street to the Mar- 
 ket Square. 
 
 Brussels street is double tracked by 
 the Street Railway and is curbwl. The 
 tracks in places are lower than the sur- 
 face of the adjoining roadway; water is 
 held between the tracks and having no 
 provision for the disposal of this water 
 it is obliged to course a long distance 
 to tlie bottom of the grade. This current 
 washes the material from between the 
 tracks and leaves the rails projecting 
 above the road to such an extent as to 
 make this portion of the street useless 
 and dangerous. This seems to be char- 
 acteristic of the streets wherever the 
 tracks are laid. 
 
 Marsh Road is a leading entrance to 
 the city from the northeast. Traffic 
 passes from it along Brussels and Water- 
 loo streets to Union street, or it diverges 
 along City Road to Garden, Coburg and 
 Union streets. The provincial govern- 
 ment of New Brunswick has macadam- 
 ized the Marsh Road for a distance of 
 about one mile outside of the city limits 
 and the work reflects credit upon the 
 department by which it was undertaken. 
 The roadway is of liberal width and the 
 crown is uniform and not excessive. This 
 road, however, within the city limits, 
 is very similar to the remainder of the 
 city streets. 
 
 Garden street, leading from City Road, 
 has a very steep grade. It was repaired 
 this year, but the stone used was not 
 coursed nor screened and was afterwards 
 heavily coated with clay, thereby destroy- 
 ing the effect of the work. 
 
 City Road has this year been simi- 
 larly treated, having been picked up, 
 re-surfaced with stone and then buried 
 under a coating of clay. The Street Rail- 
 way tracks are in the centre of the road- 
 way. The rolling has been very imper- 
 fictlv done, not having been continued 
 to the gutters, as the pressure disturbs 
 the sidewalks. Curbing would have 
 overcome this difficulty. 
 
 St. Patrick street, a residential street 
 receiving a large amount of travel from 
 the country, was repaired last ypar. The 
 crown is too low, the gutters are cob- 
 bled, but there is no curb and the rolling 
 could not be completed. The coating of 
 loam used is now turned to dust and 
 mud and the temporary character of 
 the work is becoming apparent. Flat 
 
 I 
 
 ' 
 
^ 
 
 BT.1EETR OF SAINT .lOIIN. 
 
 s 
 
 ' 
 
 • 
 
 stone for the piitterH, or granite setts, 
 are preferable to cobble stone. 
 
 Union street is an important business 
 thorouj?hfare. At the etwt end the Street 
 Railway track has been abandoned. The 
 rails and ties are still in place, but are 
 covered with stone and mud. In this 
 way the centre is crowned to such an 
 extent as to make it dangerous, while 
 in places the rails are .still exposed some 
 inches above the surface of the street. 
 This portion has cobble gutters, but no 
 curbing. 
 
 On Pitt street, from Orange to Duke, 
 the grade is very steep; the glitters are 
 cobble-stoned, but the bottom of them is 
 higher than the centre of the street. 
 Earth is placed on the roadside of tho 
 gutters to keep the water from flowing 
 out of the channels into the street, but 
 this embankment also prevents the water 
 from the surface of the roadbed entering 
 the gutters, so that they do not serve 
 the purpose for which they are intended. 
 The surface of this street is flat and the 
 water coursing down it has worn it into 
 gulches. 
 
 On Germain street, from King to 
 Church, the sidewalk on the east side 
 is higher than on the west. The roadway 
 is made level with the higher aide, leav- 
 ing the gutters on the west side in the 
 shape of a ditch along a country road, 
 deep and danjrerous. The roadway is 
 considerably higher than the west side- 
 walk. 
 
 St. James street is very narrow, the 
 Street Railway track is in the centre 
 and the grade of the track is a couple 
 of feet above the side\talk. The trafTio 
 passes on each side of this track. The 
 sidas of the roadway are made very steep, 
 so as to conform to the grade of the 
 Street Railway, and are dangerous. 
 
 Broad street is 100 feet wide, has a 
 nine-foot sidewalk on each side and the 
 roadway is about 60 feet in width. The 
 traflic is light and infrequent, and were 
 this roadway narrowed to about 28 feet, 
 properly graded and paved, curbed and 
 boulevarded. with trees placed on either 
 side, it would become a desirable avenue 
 and promenade, and prominent among 
 the city's attractive features. 
 
 MANAGEMENT OF STREETS. 
 
 There is no department of municipal 
 government so dependent upon system- 
 atic oversight, skilled and experienced 
 judgment, as is the street department. 
 There is no branch of municipal affairs 
 
 which will make so apparent the results 
 of wise expenditure; no public work 
 which affords so many opportunities for 
 waste and mismanagement. The evil 
 'jiTt't of loose management is heightened 
 by he importance of rightly paved 
 .^ticeta to the well being and progress of 
 a city. Large expenditure produces a 
 correspondingly high rate of taxation; 
 when this is coupled with rough, badly- 
 designed and constantly failing imve- 
 ments the evil is not of a single, but a 
 two-fold nature. High taxes and bad 
 streets are a most undesirable union. 
 This criticism is not directed with any 
 emphasis toward the city of St. John, 
 but is a general statement of the condi- 
 tion in cities throughout Canada. Nor is 
 it intended to point to St. John as a 
 marked exception to the rule. 
 
 The present Council and its predeces- 
 sors, together with those at the head of 
 street affairs, undoubtedly deserve the 
 compliment due every public official who 
 honestly seeks the public good. There 
 evidently has been, and is, an earnest de- 
 sire to obtain the best results with the 
 least expenditure. But in common with 
 other cities the importance of the street 
 department has not been realized nor un- 
 derstood. 
 
 I cannot find that Ihere has been any 
 definite plan laid down which will ulti- 
 mately provide for the improvement on 
 a proper system of all the streois. There 
 is no definite object to be reached as a 
 result of the large annual expenditure. 
 A plan for atre<^t improvement should be 
 almost parallel with the construction 
 of a system of water works. A system 
 for the entire city is decided upon. The 
 size of pipe needed on outlying streets 
 is estimated, that of the lines by which 
 these are supplied is compiited, and so 
 on until the size of the largest main is 
 known and a complete plan for the en- 
 tire town is framed, future rennirements 
 being always kept in view. The whole 
 of this mav not be constnicted at one . 
 time, but definite provision is made and 
 work is done in accordance with the plan 
 when required. A plan of streets for the 
 entire city should be considered and the 
 best means provided for carrying it out. 
 
 ^A'Tlile it may be very popular to look 
 with skepticism upon scientific princi- 
 ples in street construction, and the neces- 
 sitv for the services of experts, the fact 
 still remains that until this error is fully 
 recognized money will be extracted from 
 the pockets of the ratepayers by the hand 
 of taxation and buried in the mud by 
 
 HHcf^ r 
 
STRKET8 OF SAINT JOHN. 
 
 the liand of innocence. No cleaiei' dcnion- 
 Ht ration of thiM can be had than tlie com- 
 tnwn expresaion, "Give us more money 
 and we will make yon good streets," 
 when after many years of etl'ort and many 
 hundred thouHands of expenditure not a 
 Mtreet or even a block in the <'ity has been 
 properly constnu-ted. Increaseil appro- 
 priation would, tlierefore, uwan ini le.ised 
 waste. System and plans embodying; the 
 true principles of construction are <'er- 
 tainly of first importance to ensure tiie 
 full return of benelit for every dollar 
 expended. A system of extensive patch- 
 work and temporary surface repairs 
 called "street construction," which tides 
 over the year merely, is as shiftless as 
 it is extravagant. II, has cost St. .loliu 
 a great amount of money. Hy it no lin- 
 ished work can be expected. Streets 
 will always be required ami their con- 
 struction in a permanent manner, con- 
 aittent v\itli development and require- 
 ments, is the most economical system. 
 Skilled direction is tlie foundation of all 
 great public works, and wliile we arc 
 delip;hted to admire tlie results of tiieir 
 employment in all the great works of tiie 
 country, in none are they more needful 
 than in street making. Surrounded by 
 peculiai- local conditions, as to material 
 requiring careful preparation and ajjpli- 
 cation, nature and extent of tralHi'. 
 treacherous foundations, changeable cli- 
 mate and limitation of cgst. what work 
 can be mentioned that requires more skill 
 and jiulgmcntV I'ntil this is realized 
 failure is inevitable. 
 
 The management of the street depart 
 nent in St. John appears to be on a very 
 uncertain basis. The duties of those in 
 charge do not seem to be rightly defined 
 and responsibility shifts along very flexi- 
 ble lines. There seems to be also a lack 
 of that unity necessary for the proper 
 guidance of any institution. Regarding 
 this branch of street affairs T could not 
 obtain very positive information, and am, 
 therefore, not in a position to make any 
 direct recommendation. 1 judge, how- 
 ever, that the engineering of public work 
 is in a measure subordinate to the busi- 
 iiess management. This, while unusual, 
 is not in itself necessarily injurio.is. But 
 the duties of the engineer should be in 
 no measure curtailed. He should exer- 
 cise full control over all matters of, and 
 relating to, actual construction and 
 should be held responsible therefor. It 
 is becoming more and more recognized 
 that the most necessary part of a muni- 
 . cipaj eijgijj«ej-'s <jualjfic,at>o»s is an ability 
 
 to deal with street improvement in a 
 nkiltul manner. 
 
 CHOICE OF PAVING MATERIAL. 
 
 The science of paving is not in an ex- 
 perintental stage. There are certain 
 \arieties of })avement which, with pro 
 per precautions, can be laid with con- 
 siderable certainty of success. When 
 failure results it can generally be traced 
 to defects which could and should have 
 been avoided under skilled management. 
 
 IJut experiments should not be conduct- 
 ed in a large way with material the 
 wearing properties of which are not 
 definitely proven by experience. Millions 
 of dollars have been wasted by munici- 
 pal councils jumping at new forms of 
 pavement which promise a reduction of 
 initial cost. Wooden block pavement 
 has been one of the chief sources of whole- 
 sale experiment and waste. There are 
 certain standard forms of pavement 
 which should be retained until other 
 materials have proven their utility be- 
 yond question. 
 
 And because a pavement is found to 
 give good results under a certain set of 
 conditions of climate and wear it is not 
 to be inferred that it will be equally 
 suitable for another set of conditions 
 of climate and wear. A Victoria is a 
 very useful carriage in which to go for 
 a drive, but we do not use it for carry- 
 ing building stone nor cord wood. Pave- 
 ments, like vehicles, have to be designed 
 and constructed according to the use for 
 which they are intended. And very much 
 as the bridge engineer calculates the 
 strains to which a bridge will be sub- 
 jected, the expei't road builder will study 
 the design for a pavement required to 
 meet certain eondition.« 
 
 There is no one variety or pavement 
 suited to all degrees and forms of traflic, 
 iio one, variety which can be used to ad- 
 vantage for all Iwations. Granite block 
 pavement is the most durable which can 
 be constructed, requires but little repair 
 and is well adapted to steep grades. But 
 it is too noisy, rather rough, and trying 
 on the legs and hoofs of horses. Asphalt 
 is a very smooth and agreeable pavement 
 on which to drive, is handsome, sanitary 
 and may be kept vei-y clean, but it is 
 less durable than granite and cannot be 
 used on steep grades. Vitrified brick is 
 fairly well adapted to steep grades, rank- 
 ing next to granite in the foothold af- 
 forded horses, is smooth and less noisy 
 than granite, is very agreeable for driv- 
 
STUKlirs Otf 8A)NT .lortN. 
 
 & 
 
 ing or wheolinp. irtaV 1)p kept very clean, 
 but. is less durable than cither granite 
 or asplialt. Crnahed stone (macadam) 
 is the most agreeable of all for driving, 
 is not noisy, is superior to all in safety, 
 is adapted to steep grades, but under 
 excessive traffic is very expensive to 
 niaiutain. 
 
 CLASSIFICATION OF STREETS. 
 
 Jii arriving at a plan, tlicn, whereby 
 the paving of the streets may be under- 
 taken systematically, one of the lirst 
 steps is a consideration of the traffic over 
 Ntrcets of the city with a view to tlie 
 kind of pavement required. It will be 
 seen that there are certain streets, such 
 Jis Water street, Dock street. Mill street, 
 Main street, which are most heavily 
 travelled of all. They receive the traffic 
 from the wharvt.-, vehicles loaded are 
 constantly passing over thcni. The strain 
 on the pavement is evidently very great 
 and the strongest form of pavement 
 sliould be chosen. Mill, Dock and WaU'r 
 streets could well be jiaved throughout 
 with stone blocks. For Main street, on 
 account of the large amount of business 
 on the street ancl tlie numerous retail 
 stores, the noise created would probably 
 be objectionable and asplialt could be 
 substituted on the level jtorticms, but 
 stone blocks would necessarily have to 
 be retained on the steej) grades. To this 
 list of heavily-travelled streets nuiy be 
 added others, such as Prince William 
 and Smythe streets, Sidney, from Union 
 to King Square, for which stone blocks 
 would be Very suitable. Qn Union street 
 a rough pavement would be objectionable, 
 so that asphalt might be .substituted: 
 also on Charlotte street, from Union to 
 King, and on Kiivg street surrounding 
 the square. On tlie Market Square so 
 strong a pavement is not needed and 
 vitrified brick would be well adapted 
 to its requirements. 
 
 There is a sin-ond class of streets, 
 residential streets very largely, l)ut over 
 which passes a considemble amount of 
 traffic. Such streets as Waterloo, St. 
 Patrick, City Ro«\d, Mai-sh Road, (har- 
 den, Cobiirg, Britain, Germain, Charlotte 
 and Sidney from King street south, and 
 Douglas avenue. These thoroughfares 
 should be heavily msu'adamized with 
 the trap rock available in the city of 
 St. John. 
 
 A third class would include such streets 
 as Pitt. Wentworth, Carmarthen and 
 similar intersecting streets, on which a 
 
 lighter ma(«daTn could t>e tised with good 
 effect. 
 
 STONE BLtX^K PAVEMENTS. 
 
 Stone bl(K'k is the oldest of paving ma- 
 terials; is extensively useil in cities, and 
 is the strongest and mo.-*t duraide that 
 (an be luul. It is well adapted to grades 
 up to ten per cent., yields little dust, 
 r(«mires little repair and suits all classes 
 of traffic. It is, iiowever, very noisy and 
 is rather rough. It is. tlu'refore, not 
 suited for residence streels nor business 
 streets on which there are retjiil .store? 
 and offices. It is be.st adapted to streets 
 such as Water street, on which tiu're is 
 a large amount of slow, hejivy traffic. 
 IL should be use<l also on steep grades 
 in place of asphalt. 
 
 'V\u\ st<me generally iis<'d is gninile 
 vY li-ap. Kxcessively hard stone wears 
 to a smooth surface and IxM'onu's slip- 
 IMiy. Xo examination or t«»st which 
 can be ma<l.: of stone is perfe<'tly satis- 
 fictory in tlistinguishing the best va- 
 riety. Oifferent kiiKls of lh<' same stone, 
 i'lid even stone taken from diMerent 
 ]iarts of the sjime (juarry. lmv«'. different 
 wearing qmilities. The" trap rocks of 
 Carletcm Heights, the quaiiz diorites 
 at the end of Sandy Toint, will any or 
 all prove satisfactory. Qnartzites', of 
 which varieties are found at the west 
 of Lily Lake, on the slope of the ridge 
 i.orth of Douglas avenue and on the 
 road to the Ijjikt' after jwssing Seely 
 street, are aj)t to wear away too rapid- 
 ly. \\'hite marble, of which .some is 
 found back of Lily Lake and elsewhere 
 in the vicinity, is too soft. 
 
 The stone bbn-ks should be cut into 
 rrctangiilar blo<-ks about seven inches 
 deep, three inches wide and nine inches 
 long. The jjrice j)aid for (luanying and 
 making these bhicks will average about 
 thirty dollars per thousjind. Slabs of a 
 size which <'an be handled by one man 
 are split out in the usual manner. These 
 are sjib-divided into sections correspond- 
 ing to the size of the paving blocks, 
 which are then trimmed and finished. 
 
 In constriicting a stone block pavement 
 the natural ejirth is first perpared by 
 draining, grading and rolling with a 
 steam roller. On thi» a layer of con- 
 crete is laid, say .six or eight inches in 
 thickness, according to the traflfic to be 
 supporte<i. On this is spread a layer of 
 sand about one inch in thieknea.<i. and 
 in this the stone blocks are imbe<lded. 
 
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 The blocks are laid stone to stone in 
 courses at right angles to the street line 
 rnd so that the joints will be broken. 
 A slight variation in the size of the 
 Mocks is permissible as regards depths 
 and length, but the width (if three 
 inches a» previously specified) should 
 be exaot. 
 
 On hills and grades a better foothold 
 for horses may l)e obtained by using 
 rough-finished blocks, or the blocks may 
 hb so imbedded in the layer of sand on 
 a slight incline in such a way as t^ pre- 
 »f nt a series of steps. At street inter- 
 stctions the blocks are laid obliquely 
 in what is termed the "herring bone" 
 fashion so as to give a secure foothold 
 to horses turning the corners. 
 
 The joints between the blocks are 
 filled with sand and tar cement. 
 
 The State of Maine, adjoining New 
 Brunswick, is one of the largest pro- 
 ducers of stone paving blocks. 
 
 ASPHALT. 
 
 The materials of which asphalt pave- 
 ments are composed may be either natur- 
 al or artificial. Natural asphalt is ob- 
 tained by grinding to powder bitumin- 
 ous limestones found in Texas, Utah and 
 elsewhere, or the bituminous sandstones 
 found in California, Kentucky, Texas, 
 etc. This powder is then heated until 
 soft and k, spread while hot on the r(3ad- 
 way. The chief source of artificial as- 
 jjhalt is the Island of Trinidad, W. I., 
 where crude asphalt\im is obtained, is 
 then refined and mixed with sand and 
 stone dust; is heated and applied to the 
 roadway. 
 
 Owing to the skilled labor and ma- 
 chinery needed in laying this pavement 
 it is, in the great majority of oases, laid 
 and kept in repair by contract. When 
 properly laid its durability cannot be 
 questioned, but there is some difficulty 
 in surrounding a contract with such 
 safeguards as will ensure first-clajBS ma- 
 terial and workmanship. A reliable 
 company should be employed and the 
 momtenance of the pavement guaranteed 
 for ten or fift^oen years. A common guar- 
 antee is for a term of five years, but this 
 is not sufficient. Breaks in asphalt pave- 
 ment must be immediately repaired, 
 otherwise they quickly shear off under 
 wheels, and the size of the hole in- 
 creases with great rapidity. 
 
 On the business streets of St. John, 
 where the traffic is severe, where noise is 
 
 objectionable, and where smoothness, 
 cleanness, ease of travelling are de- 
 sirable, stone blocks are not suitable. 
 Asphalt is the most dumble material 
 filling these conditions. It is not, how- 
 ever, suitable for steep grades, and stone 
 blocks would necessarily be retained for 
 grades greater than throe per cent. Nor 
 can asphalt be u.s<hI between and ad- 
 jacent to street car tracks. The gut- 
 ters, too, should bo formed of concrete 
 or flagstone, as ai«phalt dways rapidly 
 from the elTect of moisture. 
 
 VITRIFIED BRICK. 
 
 Vitrified bricks for street paving are 
 difl'erent in composition and mannfac- 
 ture from the ordinary building brick. 
 They are made from shale, or clay, or 
 a mixture of the two, which is heated 
 to the point of vitrification and then 
 slowly and gradually cooled. The size 
 of each brick is about 2 1-2x4x81-2. 
 They are laid in the same manner as 
 stone blocks, viz., in courses at right 
 angles to tho direction of the street, 
 v.ith broken joints, etc. The durability 
 is not equal to that of asphalt or stone 
 blocks. But they are less noisy than 
 stone blocks. The pavement is adapted 
 to business or residential streets on which 
 the qualities, but not the strength, oi 
 asphalt are required. They are manu- 
 factured in the Province of Onttirio, in 
 the States of Ohio, New York, and 
 Pennsylvania and elsewhere. There is 
 rcom for much variation in the quality 
 of brick. The process of manufacture 
 is one which requires an expensive plant 
 and much skill in burning. The compo- 
 sition of clay or shale used is of gi-eat 
 importance. It may contain, for ex- 
 ample, too much lime, which will de- 
 stroy the brick on exposure to moisture. 
 Care must therefore be taken in selecting 
 the brick to be used. 
 
 WOOD PAVEMENTS. 
 
 Cedar blocks and pine pavements have 
 been used in St. John to some extent. 
 In Canada and the United States wood- 
 en pavements are very much in disre- 
 pute. They have been found to decay 
 rapidly, settle unevenly, become rough 
 and are unsanitary, al^rbiug filth and 
 giving off bad odors. Much of this ia 
 unquestionably due to the methods of 
 crnstructing these wooden pavements in 
 this country. 
 
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SthKKtS of SAlNT .lOHWi 
 
 
 
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 In England and France tljoy arc regard- 
 ed with favor, but the timber umnl tliere 
 is carefully selectee! , so as to exclude any 
 blcK-ks showing signs of (bray. Oblong 
 bhtcks are <'Ut all of equal size. 'I'hey iire 
 treated with creosote, tar, and other pre- 
 servatives and are laid on concrete found- 
 ations. Some soft w(mmIs are used, and 
 the life of such |)avcments are about ten 
 years. 'I'lu! best wooden pavements are 
 nuule, however, from Australian hard 
 wo<k1s, pfirticuhirly the jarrali, karri and 
 other of tlni eucalyptus wocmIs of South 
 Australia. 
 
 In the absence of actual experience in 
 this climate with W(Mxlen pavements con- 
 stuicted in the careful numncr outlined in 
 the foregoing jiaragraph. their use can- 
 not l>e n>conunended. Certainly ce<lar 
 block and pine j)avements us commonly 
 laid in this country are not a sjiceess 
 and should not be tolerated. 
 
 HHOKKN STONK 
 
 Uroken stone pavements (macadam) 
 are in many rcHpwts the most sutisfac 
 tory that can be hud. This is es[)cciallv 
 so where, us with St. .John. Ilrst-chiss 
 material for their construction is to be 
 f(,un<l in the immediate vicinity. Trap 
 rock is the best a.n«l most durable stone 
 which can be em))loved, and it is to 
 be had in Curleton Heights. Roadways 
 of this material cannot be excelled, ex- 
 cept for immmliate business sections, or 
 for streets where the traffic is so exces- 
 sive as to render their anniuil mainten- 
 ance very costly. The limestone at pres- 
 ent u.sed on the streets is too soft and 
 its use should be disccmtinuetl except 
 for the foundation layer. The 'atone (juar- 
 ricd from certain streets in opening them 
 up might also be used in the foundation 
 (if roads, but not on the surface. 
 
 Miu-adam roadways for residential 
 streets are regarde<i with very great 
 favor. They are pleasant for driving, 
 for wheeling and their appearance is in 
 keeping with shady boulevards and well 
 kept lawns. Their only rivals in this 
 respect are a.sphalt and brick, which, 
 liowever, need only be resorted to in 
 case of heavy traffic. Cru.shed stone is 
 better adapted to hills and steep grades 
 than are other pavements, a feflture of 
 importance to the city of St. John. 
 
 On business streets the traffic is usu 
 ally veiy heavy, and with horses stand- 
 ing constantly in the gutters in wet 
 weather as well as dry, and drays heavily 
 loaded with niercl: andi.se con.stantly using 
 
 the street, a pavement which can be 
 more readily eleuned, which will not 
 easily rut and which can always be 
 crossjHl by i)ede.strians at any point, is 
 iiiore desirable. 
 
 Satisfactory results from this pave- 
 ment have not been had in St. .lohn by 
 rea.sou of the imiMMftn-t (lonstnmtion. 
 i he lift! and utility of the roadways 
 thus im]>roved has been largely destroy- 
 ed by the use of a clay "binder" i)laced 
 in a. heavy coating (»ver the surface of 
 the stone. A scn»«'n has not been used 
 in ('(mnection with the steam crushing 
 plant to grade the metal. Drainage, grad- 
 ing and similav details have not receiv- 
 ed sufficient attention. 
 
 J)RAINA(}K OF ROADWAYS. 
 
 (Jood drainage is ess<>ntial for all class- 
 es of pavement, and none more so than 
 macadam. It must 1k> understood that 
 it is the natural soil which really sus- 
 tr.ins the weight of traffic; and* that 
 bioken stones piltnl on a w«'t soil canimt 
 t)e sutliciently strong to support heavy 
 \eliicles. Water permittfnl to accunui- 
 li te and stjind on tlu; surfatje of the 
 r(,adway will cause the pavement to be 
 rapidly churned into ruts and mud. 
 
 rmler-drainage by means of common 
 field tile is very often necessary. Water 
 falling in the fonn of rain pjisses at 
 cnce through the soil until it reaches a 
 strata of rock, comjtuct clay or other im- 
 j/inetrable layer. If there is un outlet 
 along the strata of r(H'k or clay it will 
 issue in the form of springs. If not, it 
 will rise higher and higher in the soil 
 above the strata through which it can- 
 not pa.ss: just as water poured into a 
 vessel will rise higher and higher until 
 it reaches the top, when it will overflow. 
 Tile drains provide an otitlet for this 
 water before it reaches the surface of 
 the .soil, and thereby maintain a fimier 
 foundation of ciirtli (m which the broken 
 stone may rest. Tliese tile drains should 
 be placed at a depth of about three 
 feet. 
 
 Surface drainage is provided by round- 
 ing up (crowning) the s\i)-face of the 
 roadway, thus diaining the water to the 
 gutters at the sides of the roa<l. which 
 latter are so graded as to permit the 
 water to flow along them to suitable out- 
 lets. 
 
 These drains (tile drains and open glit- 
 ters) may have independent outlets or 
 they may empty into the sewers. Sur- 
 face water is now, in St. John, emptied 
 
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STREETS OP SAtNT JOHN; 
 
 11 
 
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 into the sewers through gutters and 
 catch basins. These, however, are not 
 placed at sulhciently frequent intervals, 
 ebpecially on some of the steep grades, 
 to properly intercept the water, having 
 been put at street intersections only. 
 Ihe rush of accumulated water on these 
 steep grades is the cause of considerable 
 injury to the roadways. Water should 
 always be disposed of in small quanti- 
 ties before it obtains any power and head- 
 way. 
 
 PLACING METAL ON THE ROAD- 
 WAY. 
 
 The city possesses a steam roller and 
 rock crusher, both of which are necessary 
 in the construction of broken stone roads, 
 the former necessary for all classes of 
 pavement. 
 
 In the construction of broken stone 
 roadways the use of the roller is to 
 first thoroughly compact the earth sub- 
 soil on which the broken stone rests. 
 On this earth foundation is then placed 
 a layer of coarse broken stone, which in 
 turn is consolidated with the roller. The 
 stone is placed to the required depth in 
 successive layers and each layer thorough- 
 ly consolidated. Rolling should commence 
 at the sides of the rotui and should 
 approach the centre gradually: other- 
 wise the loose material is crowded oit- 
 v.ards and the crown of the road flit- 
 tened. 
 
 In securing consolidation resort should 
 not be had to clay for a binder, but de- 
 pendence should be placed on the roller. 
 The vacuum between the stones should 
 be filled with the fine stone dust and 
 chips made in crushing the stone. This 
 may be flushed down into the inter- 
 stices by the use of water from the street 
 hydrants. Clay or sand on top of or 
 mixed Avith the stone, merely turns to 
 (lust and mud, i.s forced up from be- 
 tween the stones and has to be scraped 
 up and carted away every spring. The 
 bond thus produced, moreover, is mer(dy 
 temporary. In wet Aveather moisture is 
 absorbed and the roadAA'uy becomes rough 
 and slushy on the .surface. But where 
 the roadway is thoroughly hardened by 
 rolling, the stones take a mechanical 
 clasp, the one of the other, which will 
 not yield in wet weather nor retain mois- 
 ture to at all the same degree. 
 
 The stone cnisher should have a screen 
 attachment Avhereby the stones could be 
 separated into various grades according 
 to size, the larger stones to be placed 
 
 in the lower layers of the roadway and 
 the finer on top. The grades frequently 
 adopted are: 
 
 1st. Such AB will pass through a 
 2 1-2 inch ring. 
 
 2nd. Such aa will pass tlirough a 
 1 1-2 inch ring. 
 
 3rd. Such aa will pass through a 
 1 inch ring. 
 
 4th. Chips and dust screenings. 
 
 When .stones are laid on the roadway 
 large and small indiscriminately, the 
 smallei- wear more quickly than the 
 larger and a rough surface will result. 
 The larger stones have a tendency to 
 loosen, aa their bearings are not so per- 
 fect, and they will be found rolling under 
 the feet of horses and under the wheels 
 of vehicles. A rotary screen shoiild be 
 secured by your city without delay. 
 
 PREPARATION OF ROAD-BED— 
 WIDTH OF STREETS. 
 
 The present practice in St. John is to 
 Djerely spread the crushed stone over the 
 surface of the travelled roadway, with- 
 out previously preparing the road to re- 
 ceive it. 
 
 The first step in constructing a ma- 
 cadam roadway is for the engineer to 
 take a series of levels on the street so 
 that a suitable grade may be decided 
 upon and the street properly levelfed as 
 regards both cross-section (from side to 
 side) and from end to end. 
 
 This grade having been 'lecided upon 
 the width of the metalled roadway can be 
 staked out. Tliia width on the ma- 
 jority of residential streets need not ex 
 ceed twenty-six feet. It has been the 
 custom to place sidewalks at the edge 
 of the street line, and to devote the re- 
 inainder to roadway and ditches with 
 just enough space for a ix>w of trees. 
 This on a sixty-six foot street allowance 
 sometimes leaves forty feet of roadway 
 to construct and maintain. This ex- 
 cessive width merely creates additional 
 expense in first cost and subsequent main- 
 tenauoe. Twenty-six feet oif roadway 
 is found in many cities to afford am]>ie 
 accommodation for the traffic on some 
 of the best residence streets, and the 
 width on some is even less. This will 
 afford room in some cases to place the 
 sidewalks outside the row of trees, and 
 at the same time leave a strip of sod, 
 two to four feet in width, between the 
 
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STREETS OF SAINT JOHX. 
 
 18 
 
 t \ 
 
 walk and the roadway. This strip of 
 sod, like a curb, jnevcnts tlie sidewalk 
 being disturbed when tlie edge of the 
 roadway is being rolled. A broad roadway 
 is certainly very handsome, but so also 
 are wide stretches of sod. The .space or- 
 i};inally occupied by the sidewalk may 
 be added in appeariince to the original 
 depth of the lawn if the fences on tlie 
 street line are removed. This narrow 
 width of roadway is suitable for resi- 
 dential .streets only. llusiness streets 
 usuallj' require pavements for sidewalks 
 and voadway extending over the entire 
 street allowance. 
 
 The width of roadway having been 
 staked otit. it should be excavaiM in 
 accordance with the required grade so 
 a,s to form a receptsicle for the st(me. 
 To properly grade the roadway and ex- 
 cavate will fretpiently necessit^ite the 
 Imndling of a goo<l deal of earth. This 
 earth ■ should be used as far as possible 
 in levelling the sides of the streets, fill- 
 ing in low lots adja<'ent to tha roadway, 
 disposing of the remainder as policy may 
 dictate, usually in the same manner as 
 street sweepings. 
 
 (IRAl)Ky. 
 
 The irregulaiity of the street grades 
 in St. John is very noticeable. The road- 
 ways and sidewalks appear to follow the 
 natural unilulations of the ground, witii 
 little attempt at doing away with knolls 
 and hollows. On side-hills, too, tlie cross 
 sections of the street are frequently awk- 
 ward and could be very much improved 
 by lowering and raising sidewalks and 
 roadways, thus tending to equalize the 
 slope. On sonje streets, especialy bui^i- 
 neas streets, this is sometimes very diffi- 
 cult to correct after the street has been 
 built up and .street car tracks laid. The 
 grades of all new streets should be es- 
 tablished by the city engineer and plans 
 kept on file. Residences or stores placed 
 on the adjacent i)roperty could thereafter 
 be built with this in view. 
 
 CURBING. 
 
 Very little curbing has been used 
 on the streets of St. John. Curbing 
 defines the roadway, forms the gutters, 
 protects boulevards and sidewalks and 
 keeps the road metal in place. As point- 
 ed out previously the absence of curbing 
 prevents rolling the roadway at the side, 
 because of the injury done to sidewalks, 
 and consolidation is thereby very imper- 
 fect. 
 
 The best material for curbing is flag- 
 stone four or six inches in thickness. 
 Each st ne should be not les.- than three 
 feet in length and should be about 
 eighteen inches in depth. The curb should 
 not be set so high that water cannot flow 
 readily over it from the sidewalk and 
 boulevard into the gutter. A good sub- 
 stitute is cedar phmk. It should be 
 spiked to six inches in diameter eedar 
 posts two and >.ine-lialf feet in length, 
 which are placed at intervals of eight 
 feet and bevelled at the top with an in- 
 cline from the roadway so that the cur./ 
 will slope toward the boulevard. While 
 Avood is extensively used for curbing in 
 mo^t cities of the l^ominion, on the le.^s 
 important streets, yet where stone is 
 plentiful and easily obtained, as in St. 
 John, its greater durability and better 
 appearance will recommend its general 
 
 UM". 
 
 FOUNDATION. 
 
 A firm unyielding foundation is an 
 absolute necessity for any kind of pave- 
 ment. Tills is one of the chief defects in 
 roadways in St. John. All road cover- 
 ings, whether broken stone, asphalt, stone 
 blocks, vitrified brick, wooden block, 
 form merely a wearing surface. The 
 weight of the load must be borne by the 
 foundation beneath. 
 
 The natural soil if kept in a dry state 
 will .support any load. For tliis reason, 
 careful drainage is necessary. The prac- 
 tice in St. John appears to have been 
 an effort to cover and fill up places by 
 dumping into them loads of broken 
 stone rather than by removing the water 
 in drains. In this way the roadways 
 on many of the streets are raised away 
 above the elevation of the sidewalks and 
 adjoining property. 
 
 A foundation for a macadam road is 
 obtained by drainage of the roadbed and 
 thoroughly consolidating it with the 
 steam roller. In certain cases, especially 
 on clay soils, and for the most durable 
 class of broken stone roads, a founda- 
 tion layer of large stones may be jdaced 
 uu edge, tlic jjiojection i)oints being chip- 
 ped otr and wedged into the interstices. 
 Rut for ordinarj' cases the layers of 
 crushed stone may be placed directly 
 on the natural earth. 
 
 NVith stone block pavements, vitrified 
 brick and asphalt a bed of concrete placed 
 upon the earth foundation is necessary. 
 In some cases vitrified brick and stone 
 blocks have been laid directly on the 
 natural soil or a layer of sand with ap- 
 
r 
 
 14 
 
 STREETS OF SAINT JOHX. 
 
 parently good results. This can only bo 
 dono where the soil is porous and has 
 good natural under drainage. Even 
 then the tendency invariably is for the 
 bricks or stone blocks to settle irregularly 
 and the pavement becomes in the course 
 of a few years very rough and uneven. 
 This is especially the case in such a cli- 
 mate as that of New Brunswick, where 
 alternating frosts and thawfi keep the 
 ground in a moist condition for a con 
 siderable part of the yeor. The up- 
 heaving action of frost alone will in time 
 unsettle .0 pavement thus laid. The ad- 
 visability of a bed of concrete on wliich 
 to place the stone blocks or brick cannot 
 be too firmly impressed. With asphalt 
 the igreatest enemy is wat«r, and a bed of 
 concrete is absolutely indispensable. 
 
 the street, the sides, may be paved with 
 asphalt; and this combination makes one 
 of the best forms of pavement for busy 
 streets; but a course of stone blocks 
 set in concrete should be fitted closely 
 to the outside of the rail, the stones being 
 laid alternately lengthways and across 
 so as to form a toothed junction with the 
 asphalt. 
 
 fn order to inti^-cept the water, gullies 
 connected with the sewers should be 
 placed between the tracks whereever 
 the nature of the grade indicates a suit- 
 aMe location. The best form of gully 
 for this purpose is oblong, making an 
 opening from rail to rail, protected by 
 a grating. Oa steep grades there should 
 be places at frequent intervals so as to 
 arrest the flow of water. 
 
 STREET RAILWAY TRACKS. 
 
 Street railway tracks oru a street are 
 always objectionable so far as travel with 
 carriages and wagons is concerned and 
 are a source of difficulty and expense 
 in paving. This may be lessened by the 
 use of grooved girder rails in place of 
 the T rails at j)resent used on the streets 
 of St. John; since, with the former, the 
 pavement may be kept flush with the 
 top of the rail. 
 
 The wear of wheels at the side of the 
 rails will show itself on the most dur- 
 able of pave nents. Wheels of vehicles 
 travelling in ( i' roadway on the tracks 
 pass in a line at the edge of the rail. 
 These wheels, when going off the track, 
 frequently catch on tlie rail and slide 
 some distance, thus wearing the pavement 
 rapidly. 
 
 On broken stone or macadam road- 
 ways constant care must be taken to 
 repair tlie effect of this wear. Hollows 
 appearing at the edge of or between the 
 rails should be at once attended to. In 
 laying macadam between and around 
 tracks the first layers have to be thor- 
 oughly rammed between the ties. The 
 stone must be placed in this way until 
 higher than the rails before the steam 
 roller can be used to complete consolida- 
 tion. 
 
 Stone blocks ( or setts), vitrified brick 
 or wooden blocks may be used, but as- 
 phalt is very unsatisfactory between car 
 tracks, as the constant vibration to 
 which it is subjected cracks and destroys 
 it very rapidly. Stone blocks or vitri- 
 fied brick should be used between the 
 track on streets paved with material 
 other than macadam. The remainder of 
 
 ROCK AT THE SURFACE. 
 
 Where rock comes to the surface it is 
 necessary to quarry enough to pennit 
 placing a body of crushed stone suffi- 
 ciently deep to secure consolidation. 
 
 The drainage of such portions requires 
 some modification. When the outcrop of 
 rock is horizontal, or nearly so, it is mere- 
 ly necessary to provide channels filled 
 with gravel or other porous material so 
 that the water will not lie in pockets. 
 In St. John the roadways passing over the 
 hillsides frequently have ledges of suc- 
 cessive strata outcropping. From be- 
 tween these strata water forces its way 
 into the roadbed, making soft, spongy, 
 s],ringy snots. Such cases require care- 
 ful attention. The water ran usually be 
 intercepted readily by tile drains laid 
 across the road diagonally from the 
 point where the moisture appears. Some 
 quarrying and rock cutting may be neces- 
 sary to provide a proper channel. 
 
 KING STREET. 
 
 King street, from the square to Water 
 street, is paved with broken stone. As 
 pointed out in discussing macadam 
 (broken stone) pavement it is not suit- 
 able for an important business thorough- 
 fare, such as King street. The steep 
 grade, however, renders the use of as- 
 phalt, otherwise the most suitable pave- 
 ment, impossible. A secure foothold for 
 horses is a necessity and stone blocks 
 are for this reason most suitable. Traffic 
 up and down this excessive grade must 
 necessarily be slow, so that the objec- 
 tionable "features, roughness and noise, 
 are reduced to a minimum. 
 
<• 
 
 STREETS OF SAINT JOHN. 
 
 15 
 
 COST OF PAVEMENTS. 
 
 In the matter of cost most pavements, 
 including macadam, require pretty mucli 
 the same expenditure up to a certain 
 point — the completion of the grading, 
 under-drainage, curbing and excavating, 
 preparatory to receiving the paving ma- 
 terials. Up to the layer of concrete 
 the coat, excluding macadam (that is for 
 asphalt, atone block, vitrified brick and 
 wood pavements), is very much tlie 
 same, but may vary according to the 
 depth of concrete used and the material 
 for curbing, whether stone or wood. As 
 I have no data for calculating the auaoimt 
 of grading, excavating and drainage 
 needed in St. John, it becomes impossible 
 for me to make an estimate of the cost 
 of the work applicable solely to your 
 city. 
 
 The following indicates the basis for 
 a strong form of pavement, on which the 
 cost of a macadam roadway 27 feet wide, 
 for a residence street, may be estimated 
 per lineal feet: 
 
 Excavating and grading roadway 30 
 
 Grading boulevard 06 
 
 Water and sprinkling 04 
 
 Rolling 10 
 
 Crushed stone In the street at $1.00 per 
 
 cubic yard 1.00 
 
 Drainage 10 
 
 Total per lineal foot of street .?1.C0 
 
 Total per lineal square yard .^0.53 1-3 
 
 With cedar curbing, 4x12, the cost 
 would be $1.72 per lineal foot or 57 1-3 
 cents per square yard; with stone curb- 
 ing, .$2.80 per lineal foot or SG 2.3 cents 
 per square yard. 
 
 In estimating the cost of an asplialt 
 pavement to replace the cedar block on 
 such a street as Main street, Avith a road- 
 way 40 feet wide, the actual cost would 
 be about as follows: 
 
 Removal of cedar blocks and exca- 
 vation per lineal foot 44 4-0 
 
 Drainage per lineal foot 15 
 
 Concrete, 6 in. layer, per lineal 
 foot 2.22 2-9 
 
 Asphalt surface, per lineal foot.. 4.44 4-0 
 
 Total per lineal foot $7.26 10 
 
 Total per square yard 1.63 3-8 
 
 The maintenance is usually estimated 
 on a basis of eight cents per square yard 
 per annum. The cost, therefore, for a five 
 years' guarantee is 40 cents; 10 years, 
 80 cents; 15 years.. $1,20.: The total cost 
 then under a five years guarantee is 
 
 $2.03 3-8; under a ten years' guarantee, 
 $2.43 3-8; under a fifteen vear.V guaran- 
 tee, $2.83 3 8. In the above estinuite 
 the profit of the conivnctor on initial 
 construction is not included and is rogu- 
 l;J('(l ijy competition. 
 
 Asphalt pavements, as previously 
 stated, are laid by contract. This ma- 
 terial is one which can be greatly adul- 
 terated and it will usually be advisable 
 to have the work done by a reliable com- 
 pany under a long term in guarantee. 
 Recent inquiry shows that Ottawa luis 
 ha>l rock aspluilt pavements laid, with 
 maintenance guaranteed for 15 years, for 
 $3.10 per square yard; Montreal has had 
 rock asphalt pavement laid, guaranteed 
 for a similar term, for $3.09. Trinidad 
 asphalt, maintenance guaranteed for 10 
 years, has cost in Montreal $3.43 per 
 square vard; Toronto, $2.60; in Hamil- 
 ton. $2.15. Montreal paid $2.85 for 
 Trinidad asphalt on a five years guaran- 
 tee. The apparent disparity in these 
 prices may be accounted for in part by 
 dift'erences in specifications regarding 
 drainage, concrete foundations, and as re- 
 gards special work on gutters, curbing, 
 etc. 
 
 For a roadway of the same descrip- 
 tion as that on which the cost for broken 
 stone was computed, 27 feet wide, an esti- 
 mate for brick pavement would be as 
 follows: 
 
 Excavation and grading roadway, 
 
 per lineal foot 30 
 
 Grading boulevard 06 
 
 Concrete, 6 In. layer 1.50 
 
 Drainage 10 
 
 Brick surface laid 3.45 
 
 Total per lineal foot $5.41 
 
 Total per sniinro yard 1.80 1-3 
 
 nie lollowing is an estimate of the 
 actual cost of laying one square yard of 
 atone block pavement, on a basis of the 
 wliole of the work being performed by 
 the city. Labor on street railway allow- 
 ance would be slightly more expensive: 
 
 Stone in quarry 10 
 
 Quarrying stone 25 
 
 Making blocks 1.20 
 
 Hauling 10 
 
 Laying and grouting 75 
 
 Removal of old pavement, excavation, 
 
 grading, etc 13 
 
 Drainage 05 
 
 Concrete, 8 in. layer 67 
 
 Sand coitlng 05 
 
 Total per square yard $3.30 
 
16 
 
 STREETS OF SAINT .lOHV. 
 
 MUN 1( I PAL IMPKO VEMENTS. 
 
 The substantial giowtli of Ht. John 
 Hince tlie disaster of twen,tj years a^o, 
 'vhich hiid the city in inins, is a mutter 
 wliieh cannot but imiM-(.,i, the visitor. 
 Much of this is due to the splrnuid lora- 
 tion. On one side the rugged grandeur 
 of the Bay of Funuy, oii anotlier the 
 magnilicent St. John Rivei-, tlie eastern 
 sea-board terminus of tlie Canadian 
 Pacific Railway, the terminus of a branch 
 of the Intercolonial, the situation is one 
 which combines au attractive residential 
 location, with the advantage of a com 
 niereial and shipping centre. That this 
 has been appreciated by your citizens is 
 evidenced by the manner in which tlie 
 city has been rebuilt. It is characterized 
 by dwellings of modern design, well-kept 
 und tasteful lawns, handsome churches 
 and public buildings. To this is added 
 pretty public squares in the central part 
 of the city and the large recreation park 
 surrounding Lily Lake on the outskirts 
 of the city. There has been installed ex- 
 cellent systems for sewage dispasal and 
 water supply. Very large expenditure, 
 approaching $700,000, is being made tor 
 harbor improvements in order to develop 
 the splendid natural opportunities of the 
 situation as the leading winter port for 
 Canada. 
 
 That so much enterprise has been 
 shown in thus developing your city and 
 adding to its prominence among the 
 metropolitan centres of Canada is certain- 
 ly good ground for believing that when 
 the advantages of well-paved, well-de- 
 signed streets are rightly understood the 
 means adopted for their improvement 
 will be equally energetic with those which 
 have already so greatly enlarged the city's 
 possibilities commercially and otherwise. 
 
 GOOD ROADS ASSOCIATION. 
 
 The formation recently of a Good Roads 
 Association in your city indicates the 
 uwakening of public opinion in this re- 
 .ga,!-^. The inovement has received the 
 
 support and approbation of the 
 members of the Provincial cab- 
 inet, as well as many other ritluential 
 citizens. This improvement of comiiioii 
 highways as an aid to trallic should l>c 
 well understood in a city where so much 
 has already beeu spent in smoothing the 
 machinery' of travel and transport along 
 the line of harbor improvement and rail- 
 way terminal requisites. It is from tiie 
 centres of thougiit, the cities and towns, 
 that should spring the desire for general 
 highway improvement — this more by ex- 
 ample than by precept. While street im- 
 provement need not be undertaken with 
 this object in view it is, nevertheless, 
 one of the results, that a model is fur- 
 nished to the rural communities and tlie 
 cause of "Good Roads" thereby greatly 
 aided. By no means can the towns so 
 assist the Good Roads movement as by 
 constructing their own sireeta properly. 
 In conclusion, I wisii to again point 
 out that the purpose of this report has 
 not been to make direct recommenda- 
 tions regarding the construction of parti- 
 cular streets, but -athcr to outline in a 
 more general way the defects of the pres- 
 ent system and the means whereby they 
 may "be remedied. If it merely arouses 
 a more lively interest in these matters 
 it will. I believe, be of service to your 
 city. 
 
 It is a pleasure to acknowledge the 
 courtesy extended me while in St. Jolin 
 by the Mayor, memb?iv of the Coinuil, 
 members of the Provincial Legislature, 
 promoters of the Good Roads Association 
 and others, for which I am much in- 
 debted. 
 
 1 have the honor to be, gentlemen, 
 Your obedient servant, 
 A. W. CAMPBELL, 
 
 Civil Engineer, 
 Prov. Road Commissioner for Ontario. 
 Dated at the Department of Agricul- 
 ture, Ontario, this 19th day of November, 
 1897. 
 
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