mind that it is obligatory not to interrupt the traffic of the more important thorofare unnecessarily.

SEC. 4. Driving any vehicle across or into a safety

zone.

SEC. 5. Exceeding a reasonable, considerate and safe speed rate under existing conditions or the speed rate established by law.

SEC. 6. Violating any of the following Regulations so as to cause danger or failing to take every reason. able precaution for safety or to obey any order of a traffic officer or any direction indicated by official traffic sign or limit line.

ARTICLE II. PASSING, TURNING, AND KEEPING NEAR CURB

SECTION 1. A vehicle passing or being passed by another shall not occupy more than its fair share of the roadway.

SEC. 2. A vehicle meeting another shall pass to the right.

SEC. 3. A vehicle overtaking another shall pass to the left, but must not interfere with traffic from the opposite direction, nor pull over to the right before entirely clear of the overtaken vehicle; but in overtaking a street car, pass to the right if clearway permits.

SEC. 4. A vehicle turning into a roadway to the right shall keep close to the right-hand curb,

and except when its turning radius will not permit passing around the central point of intersection without backing, provided the vehicle slows down or stops and signals effectively.

SEC. 6. Á vehicle shall keep as near as practicable to the right-hand curb-the slower the speed the nearer the curb.

SEC. 7. A vehicle cruising for fares shall proceed fast enough not to impede following traffic.

SEC. 8. A vehicle on a roadway divided longitudinally by a parkway, walk, sunkenway, viaduct, safety zone, or cab stand, shall keep to the right of such division.

SEC. 9. A vehicle passing around a circle, oval, or other form of centralized obstruction, shall keep to the right of such obstruction.

ARTICLE III. STOPPING, RANKING OR PARKING, WAITING, OBSTRUCTING TRAFFIC, BACKING AND FOLLOWING

SECTION 1. A vehicle shall stop near the right-hand curb only, except on a one-way traffic roadway, where it may stop at either curb if the roadway is wide enough for three vehicles abreast. This rule shall not apply to a designated ranking or parking space.

SEC. 2. A vehicle shall not stop on a crosswalk nor within a roadway intersection except in an emergency. SEC. 3. A street car shall not stop within five (5) feet of a street car ahead.

SEC. 4. A vehicle shall neither rank nor park so as to prevent the free passage of other vehicles in both directions at the same time; nor in one direction

on a "one-way traffic" roadway; nor with any part of it or of its load extending beyond limit lines; nor within ten (10) feet of a fire hydrant.

SEC. 5. A vehicle waiting in front of an entrance to a building or a transportation station shall promptly give place to an arriving vehicle.

SEC. 6. A vehicle, when another vehicle is waiting to take its place, shall not remain in front of the entrance to a building or transportation station, except while expeditiously loading or unloading, and, if horsedrawn and with four wheels, the horse shall stand parallel with the curb, faced in the direction of traffic. SEC. 7. A vehicle shall not occupy a roadway so as to obstruct traffic.

SEC. 8. A vehicle shall not back to make a turn if doing so will obstruct traffic, but shall go to a place with clearway enough for the purpose. SEC. 9. A vehicle shall not follow another too closely for safety.

ARTICLE VII, RESTRICTIONS IN REGARD TO VEHICLES

SECTION 1. A vehicle shall not be used when it is so constructed, enclosed, equipped or loaded as to be dangerous, to scatter its contents, retard traffic, or prevent the driver from having a view sufficient for safety; or when it is so loaded with iron or other material as to create loud noises while in transit, or when it is loaded with any material extending beyond its rear without being provided with a red flag by day and a red light at night on the rear end of the load. SEC. 2. A vehicle, unless confined to rails, shall not tow more than one other vehicle, and no tow connection shall be more than sixteen feet in length, without authorization by law or official permit.

SEC. 3. Α motor vehicle left standing without driver in charge shall not be in such a condition as to prevent its being rolled out of the way in case of emergency, but it shall have its motor stopped and effectively secured against being started, its emergency brake set, and, if on a hill, its front wheels turned in the direction of the curb.

SEC. 4. A vehicle intended for commercial pur

poses shall not be driven by anyone less than sixteen years of age.

SEC. 5. No one shall ride upon or hold on to the rear of a vehicle without the driver's consent.

SEC. 6. Coasting is prohibited where dangerous. SEC. 7. Opening a motor muffler cut-out on a highway within a city or village, or within 500 feet of a dwelling, school, church or hospital, is prohibited.

SEC. 8. Dense smoke from motors is prohibited.

ARTICLE VIII. CONTROL, TREATMENT AND CONDITION OF HORSES

SECTION 1. A horse shall not be unbridled nor left unattended in a highway or unenclosed area without being safely fastened, unless harnessed to a vehicle with wheels so secured as to prevent the horse from moving faster than a walk.

SEC. 2. No one shall ride, drive or lead a horse on a slippery pavement, unless the horse is properly shod to prevent falling; over-load, over-drive, over-ride, illtreat or unnecessarily whip any horse; crack or so use a whip as to excite any other one's horse, or so as to annoy, interfere with or endanger any person; or use a horse unless fit for its work, free from lameness or sores likely to cause pain, and without any vice or disease likely to cause accident, injury or infection.

SEC. 3. Å led or ridden horse should be approached slowly and with extra care and consideration, particularly by motor vehicles.

How Regulations Should Be Used Locally

The regulations should be printed in four-page folders, 4 by 6 inches. Sufficient quantities should be kept always at hand. at all police stations to be had on application, and every driver before receiving a license should be required to pass an examination as to these regulations, and to

carry a copy of same with him at all times when operating a car.

Each policeman should not only have a supply of the regulations in his pocket to be given to infractors, but he should mark with a cross the section which happens to be violated.

Provision should be made for distribution of copies of the regulations to all school children, and the children should be required by their teachers to study the same in view of the fact that their value, properly utilized, is perhaps 95 per cent for education and 5 per cent for enforcement. The police work necessary is in inverse proportion to the education of the public.

It can be set down as a traffic axiom that familiarity with the intelligent use of properly printed general highway traffic regulations is the key to effective and economical traffic management. There is no substitute. It is easy to control a trained army, but next to impossible to regulate a mob.

The regulations, printed on large placards about 14 by 20 inches, should be required to be displayed in prominent places, in all public garages, stables, schools, station houses, and other available public buildings.

OCTOBER 8-10.-ATCHISON, KANS.

Annual con

League of Kansas Municipalities. vention. Secretary, Albert A. Long, University of Kansas, Lawrence, Kans.

OCTOBER 15-BOSTON, MASS.

Massachusetts Chamber of Commerce. Annual meeting. Secretary, Edward G. Stacy, 6 Beacon Street, Boston, Mass.

OCTOBER 20-22.-WINNIPEG, Man.

National Educational Conference of Canada. First conference. Address, Professor W. F. Osborne, University of Manitoba, Winnipeg, Man. OCTOBER 20-24.-NEW YORK CITY.

American Prison Association. Annual Prison Congress. General Secretary, Joseph P. Byers, 3510 Lancaster Avenue, Philadelphia, Pa.

OCTOBER 20-25.-RIVERSIDE, CAL.

Annuai

League of California Municipalities. convention. Executive Secretary, W. J. Locke, Pacific Building, San Francisco, Cal.

OCTOBER 27-29.-INDIANAPOLIS, IND.

Secretary,

National Association of Commercial Organiza-
tion Secretaries. Annual convention.
Willis Evans, Association of Commerce, Peoria,
Ill.

OCTOBER 27-30.-NEW ORLEANS, LA.

American Public Health Association. Annual meeting. Secretary, A. W. Hedrich, 169 Massa chusetts Avenue, Boston, Mass.

tion. Executive Secretary, Harrison G. Otis, Tribune Building, New York City.

NOVEMBER 10-13.-CHARLESTON, S. C.

An

Atlantic Deeper Waterways Association. nual convention. Secretary, W. H. Schoff, Crozer Building, Philadelphia, Pa.

NOVEMBER 11-14.-NEW ORLEANS, LA.

American Society of Municipal Improvements. Annual convention. Secretary, Charles Carroll Brown, 304 East Walnut Street, Bloomington, Ill. NOVEMBER 15-17.-BOSTON, MASS.

Universities. Annual Association of Urban convention. Secretary, Frederick B. Robinson, College of the City of New York, New York City. DECEMBER 26-30.-CLEVELAND, OHIO.

National Municipal League. Annual convention. Secretary, Clinton Rogers Woodruff, North American Building, Philadelphia, Pa.

mained. The death of the old trees was not due to any one cause, but to a number of conditions, some of which were undoubtedly unavoidable.

Enemies of the Elms

Probably the worst enemy has been insects. The gypsy moth was a serious pest in Cambridge for thirty years. The elm leaf beetle was also prevalent, and photographs of the Yard made about fifteen years ago show the leaves of most of the trees skeletonized by this pest. This condition was repeated for several successive years. Other leaf-feeding insects, such as

specific cause of the death of many. This insect often follows the leopard moth, and is invariably fatal to an elm when it attacks the trunk of a tree. Trees will often die within a week when attacked. The leopard moth slowly weakens tree so that it quickly succumbs to the attack of the bark beetle. The American elm in this vicinity is attacked by more insects than any other species.

The subway from Boston to Cambridge. built about five years ago, partially encircles the Yard, and probably has had a tendency to lower the water-table. Old trees are particularly susceptible to any

change in their ability to get moisture, and this subway, acting as a drain, may have hastened their decline. The soil conditions in the Yard are rather poor. Test borings show very shallow soil with a deep gravel sub-soil. Such a sub-soil has a very poor capacity for retaining moisture. It would be difficult to find a place where conditions seem to be so adverse to the growth of elms as those which existed in the Harvard Yard five years ago.

Selecting the Trees

In 1915 it was decided to plant large elms to replace those which had been lost. This was made possible thru the interest and generosity of Arthur H. Lea, of Philadelphia, who agreed to finance the work. Mr. Lea's desire was to have the largest and most perfect elms which could be moved planted in the Yard.

The work was carried on under the direction of Professor R. T. Fisher, of the Harvard Forest School, according to plans made by Professor H. V. Hubbard, of the Harvard School of Landscape Architecture. The writer supervised the actual work of digging and planting, and arranged for the purchase of trees and other details.

Practically the entire summer of 1915 was spent searching for elms of from 12 to 24 inches diameter and 30 to 60 feet tall which could be moved to the Yard. The difficulty of finding such trees was great. Elms in and about Cambridge had all suffered more or less from insects, and practically all were infested with the leopard moth. This condition necessitated our going some distance from Cambridge to secure specimens free from insects. To be suitable for such transplanting, a tree must be isolated in order that it may be of the proper symmetry and that the roots may be free from those of other trees. It was desirable also to select trees growing in soil which would cling to the roots when the trees were lifted.

It was difficult to find trees of the proper symmetry which might be pruned without mutilating, for it is always necessary to cut back a tree somewhat to compensate for injury to the roots in moving. The trees had to be transported under trolley wires, and it was therefore necessary to select those which, when carried in a horizontal position with the branches tied in,

would clear a standard trolley wire 19 feet from the ground. The trees were moved thru crowded streets during the day, but traffic was seldom obstructed.

Trees were located and purchased in Watertown, Dedham, Cambridge, Roxbury, Norwood, Newton, Lexington and Bedford. The average distance of each tree from the Harvard Yard was nine miles. Thirteen trees were moved in the spring of 1916. The apparatus and laborers for this work were provided by the Lewis & Valentine Company, of Roslyn, N. Y., which furnished the careful supervision and improved apparatus to which the success of the work was largely due.

Moving and Planting the Trees Because of the poor soil, it was necessary to prepare special tree pits. These were about 20 feet in diameter and 4 feet deep in the center. They were drained by tile drains running across the pit and terminating in a dry well. The original soil was replaced with better soil when the trees were planted. A little limestone was mixed with the soil to neutralize any acid condition. When soil containing organic matter becomes water-logged, a noxious decomposition often occurs which results in the formation of poisonous gases. Ground limestone will often prevent this condition.

When the trees were prepared for removal, the first operation was to dig a circular trench about 15 feet from the trunk. All roots extending beyond this area were cut. This trench was 3 feet deep and of sufficient width to permit the laborers to separate the roots with forks, working in toward the trunk of the tree. As soon as the roots were exposed, they were twisted into bundles and wrapped in moist straw.

When the roots had been exposed to within 4 or 5 feet of the trunk, no more earth was separated from them. This left the roots nearest the trunk in a ball of earth about 10 feet in diameter and from 2 to 3 feet deep. The tree was then pulled over with tackle so that it rested horizontally on the cradles of the mover. This left a large portion of the feeding roots in the soil in which they had grown, and every effort was made to keep the ball of earth intact. When the trees were planted, the. reverse of this process took place. At the time of planting, the trees were well