(1756-1836), Scottish in ventor, who gave his name to the system of road-making known as "macadamizing," was born at Ayr, Scotland, on Sept. 21, 1756. In 1770 he went to New York, entering the counting-house of a merchant uncle. He returned to Scotland with a considerable for tune in 1783, and purchased an estate at Sauhrie, Ayrshire. The highways of Great Britain were at this time in a very bad condi tion, and McAdam, who was a road trustee in his district, at once began to consider how to effect reforms. At his own expense he began at Sauhrie, despite much opposition, a series of experiments in road-making. In 1798 he removed to Falmouth, where he had received a Government appointment, and continued his experi ments there. His general conclusion was that roads should be constructed of broken stone (see ROADS). In 1815, having been appointed surveyor-general of the Bristol roads, he was able to put his theories into practice. In 1819 he published a Practical Essay on the Scientific Repair and Preservation of Roads, fol lowed, in 1820, by the Present State of Road-making. In 1827 he was appointed by the Government general surveyor of roads. He died at Moffat, Dumfriesshire, on Nov. 26, 1836.
), American lawyer and politician, was born near Marietta, Ga., Oct. 31, 1863. He entered the University of Tennessee but did not finish his course. In 1882 he became clerk in the U.S. circuit court of Chat tanooga, read law and three years later was admitted to the bar. He began practice in Chattanooga, but in 1892 removed to New York city. There he became interested in the problem of passen ger transportation. In 1902 he formed the New York and New Jersey railroad company, which took over the abandoned Hudson river tunnel from Hoboken to New York, and in March, 1904, this tunnel was completed. In 1909 the tunnel under the Hudson
river to downtown New York also was finished. He was a strong supporter of Woodrow Wilson for president, and on the latter's election he was appointed, in 1913, secretary of the Treasury. In this position he contributed largely to the working-out of the new Federal Reserve banks system.
After America's entrance into the War he was called upon to raise very large sums of money. He was successful in floating four Liberty Loans between May, 1917, and Oct., 1918, amounting in all to more than $18,0o0,000,000. He also secured the creation of a bureau of War Risk insurance for shipping, later extended to in clude life insurance for soldiers and sailors in the World War. When the railways were taken over by the Federal Government in 1917 he was appointed director-general. He favoured the League of Nations, woman suffrage and the prohibition amendment. He resigned the secretaryship of the Treasury in Dec., 1918, and the directorship of railways the following January. He then resumed the practice of law first in New York and later at Los Angeles. At the Democratic National Convention of 1920 and again at that of 1924 he was a prominent candidate for nomination for the presi dency. On the first ballot on both occasions he received the high est number of votes but failed in each instance to win the nomi nation. He was elected United States Senator from California for the term 1933-39.
an anthracite-mining borough of Schuylkill county, Pennsylvania, U.S.A., on the Lehigh Valley and the Pennsylvania railways, 5 m. S. of Hazleton. Pop. (1920) 4,674 (28% foreign born white) ; in 1930 it was 5,239.