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MAG

DEVOTED TO CONCRET^E RO

Vol.VIII January

Special

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• & ' "V * jk,- -^*

Li-df • ^j iJ|i;iiMi^

'^^--^••r

expenditure of public money
contributes so much to the national
wealth as for building good roads/'

Lewis Courity, Washington

From Address of President
opening the 68th Congress of the United

Concrete for Permanence

HIGHWAYS & YOUR TAX DOLLAR

Federal aid for 192.2.

; Total | federal
vernment expense

ONLY 2. CENTS OUT Or
EVERY DOLLAR EXPENDED
BY THE. FE.DE.RAL GOVERNMENT
GOES To ROADS.

Total federal aovernment
expenditures during 192.2.
*4, 3 40, 2)6 9, 000.
Federal aid for roads 192.2.
* 92., 604, 000.

Proportion of tax for

ONLY 7 CENTS OUT Or
E.VE.RY TAX DOLLAR ARE
SPENT ON ROADS.

Approximate total annual tax
in U. 5. *9, 000,000,000
Of this amount *654, 000, 000.
were used for hiqhwa'j improvement.

Total y annual
taxation U. S.

ANNUAL HIGHWAY LXPENDITURE.S

States * 368,5 47, 000.
Counties 571,679,000.
Federal aid and
forest roads 103, 143,000.
All others £8, 2.9 3,000.
Total *l,07l,66a,000.
Including bond issues

Improved Highways and the New
Common Carrier

THE motor bus and
the motor truck,
operating over improved
highways, form the third
and newest link in the
chain of modern trans-
portation.

The railway, the
waterway and the
highway — each sup-
plements the other in
providing the trans-
portation facilities so
necessary in the bus-
iness and social life of
the nation.

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 1

Where motor bus lines are estab-
lished, the convenience of automobile
transportation is available to everyone.

The extension of improved
roads literally paves the way
for the establishment of a new
transportation service through
the motor bus.

Savings in time and money
are made possible through the
establishment of short haul
motor transport lines operating
on schedule time over estab-
lished routes.

The new common carrier, to a large extent, creates the traffic it carries.
It reaches small towns and farming districts not served by railways.

January, 1924

CONCRETE HIGHWAY MAGAZINE

That the motor bus has come to stay
is shown by its popularity. It is wanted
because it offers a service the public
can use.

Weather conditions do not
interrupt service when the route
is over a paved highway.

Every-day operation, whether
by trackless trolley, motor bus or
motor truck is assured over a
rigid, weather proof concrete road
or street.

The opportunities for useful service from motor passenger and freight
lines are unlimited. And the degree of service they are able to render depends
entirely on the condition of the highways over which they must operate.

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 1

Concrete Alleys Preferred in Ohio

Capital

meet the need
•*• for paved alleys, so
apparent in this age of
automobiles, the city
of Columbus, Ohio,
built 14 miles of con-
crete paved alleys dur-
ing 1922 and 1923.

Property owners petition for an exten-
sion of the street paving to their ftarafte
doors.

The cost is small compared to the
benefits received.

Hard, durable, sanitary Concrete is
the preferred type of pavement.

January, 1924 CONCRETE HIGHWAY MAGAZINE

Illinois Builds 1,000 Miles of Concrete
Highway in 1923

STATE. HIGHWAY SYSTEM

UNPAVE.D
PAVCD BE.FORE. 192.3

Fox River Trail, Du Page County.

Route 7. La Salle County.

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 1

Construction Methods for One-Course
Concrete Walks

MANY cities are begin-
ning to appreciate
the advantages of
one-course walks and some
cities have used this type
exclusively for a number of
years.

The one-course walk is
easily built. It is only neces-
sary to follow a few common-
sense principles to build walks
that are practically ever-
lasting.

The sub-grade must have
uniform bearing power.

Fills must be packed solidly
and all spongy or perishable
material must be replaced with
sound earth.

Forms may be of wood or steel.
They must be held firmly to line
and grade.

Metal cross forms are most
satisfactory. They must be placed
so as to completely separate
adjacent slabs and must be set
truly vertical to the surf ace of the
walk.

Aggregates must be clean and
well graded in size. They should
be mixed in the proportions of 1
part portland cement, 2}/% parts
sand and 4 parts crushed stone or
pebbles.

The materials must be ac-
curately measured by volume and
only enough water should be used
to make the mixture workable.

The concrete should be mixed
for a full minute after all the
materials have been placed in the
drum.

January, 1924

CONCRETE HIGHWAY MAGAZINE

The concrete is placed in the
forms, tamped and struck off with
a template riding on the side forms.

Concrete for each slab must
be placed continuously so that all
parts of the slab will bond equally.

Construction joints are simply
separation lines between slabs.
They should be placed so that no
slab will be larger than 6 feet on
a side. Half inch expansion joints
should be placed at 50-foot
intervals.

After the concrete has been
struck off, it is smoothed with a
float, levelling high spots, filling
depressions and working excess
water over the side forms.

Sometimes (as in this illustra-
tion) a wooden "belt" is used
much as the ordinary belt is
operated on highway construction.

The wood float or "belt" pro-
duces a slightly roughened surface
safe in all weather.

After the surface is finished,
the edges of the slabs are rounded
and the metal division plates are
removed.

The strength of the walk will
be greatly increased if it is pro-
tected against drying out too
rapidly. Immediately after it is
finished the surface should be pro-
tected with canvas or burlap.
Later, it should be kept wet for
several days.

Carefully constructed walks
are well worth any slight additional
effort for they will repay it in
more satisfactory service.

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 1

Details are Important Feature in
Highway Improvement

IT is, to a large extent, the
details or "trimmings"
which give a highway an
appearance of completeness.
Besides being pleasing to
the eye, they have a real,
practical value.

The superelevated curve
|i and the carefully built shoul-
ders mean safety to the
ij motorist and savings in main-
tenance.

Extending the concrete pave-
ment across railway tracks is another
item of convenience and economy.
From the motorists' point of view,
it brings freedom from bumps.
From the railways' point of view, it
does away with the need for period-
ical repair and replacement.

Motorists have a feeling of security when the edge of the road or an embankment is
protected with guard rails and many a driver has been saved from serious injury by them.
They add to the beauty of the road, too. Strong guard rails of attractive appearance can
be built most economically of concrete.

January, 1924

CONCRETE HIGHWAY MAGAZINE

On heavily travelled roads, the paving of the gutters accomplishes the double purpose
of widening the road and cutting down maintenance on eroded shoulders and ditches.

The problem of taking care of surface drainage on highways is beginning to receive the
attention it merits. Several states have worked out standard designs for inlets through
which surface water is carried to natural drainage courses.

The use of curbs for country highways has found favor in a number of localities,
promote safety and economy and enhance the appearance of the highway.

Curbs

Concrete

treets

KNOW

Rates of Subscrip-
tion:

Yearly $1.00

Foreign
Countries.. $1.50

Notify the Edi-
tor at once of
change of address
and of non-de-
livery.

Vol. VIII

JANUARY, 1924

No. 1

Published Monthly by
PORTLAND CEMENT ASSOCIATION

111 WEST WASHINGTON STREET - CHICAGO, ILL.
Concrete for Permanence

An index of this
magazine is pub-
lished annually and
is supplied to read-
ers on request.
This makes con-
tents of back num-
bers immediately
available and read-
ers will for that
reason find it de-
sirable to maintain
a permanent file of
current issues.

This Number

HPHIS issue of the Concrete Highway Magazine departs somewhat from
•^ the usual style. This being the Souvenir Road Show Number, an effort
has been made to cover the field of Concrete Roads, Streets and Alleys by
using only illustrations and captions.

This opportunity is taken to welcome all delegates to the Road Show and
to extend a hearty invitation to visit the booth of the Portland Cement
Association where representatives will be happy to serve you in the interests
of better roads and slreels.

Along the Concrete

January, 1924

CONCRETE HIGHWAY MAGAZINE

Highway Expenditures Lag Far Behind
Investments in Motor Vehicles

a
o

I-

id
o

DC
Ul

- COMPARATIVE. CHART
SHOWING PERCENT INCREASE
IN MOTOR VEHICLE. REGISTRATION
HIGH WAY EXPENDITURE.

MOTOR VEHICLES

IGH WAY EXPENDITURE
(Superimposed)

THE increase in expenditure for improved highways has not kept pace with the
demands made by increased traffic. A study of this chart will show that while
motor vehicle registration has increased more than 2500 per cent in 12 years, highway
expenditures for the same period have increased only a little over 500 per cent.

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 1

Aggregates Proportioned by Weight on
Woodbury County, Iowa, Job

AVAILING himself of the provision written into Iowa highway specifications permitting
the proportioning of aggregates by weight, C. F. Lytle, of Sioux City, Iowa, used
this method of proportioning batches. The plant consisted of two steel bins supported
on steel columns which straddled a spur track. A 14-sack building mixer was mounted on
a flat car under the bins. The bins — one for sand and one for stone — were kept filled by
means of a clamshell and crane, taking the materials from stock piles or gondolas.

Cement was brought to a receiving hopper directly over the mixer drum on an inclined,
enclosed belt conveyor directly from the door of the box car.

January, 1924

CONCRETE HIGHWAY MAGAZINE

Sand and stone were discharged from the storage bins into the weighing bin which was
surrounded by a working platform. The weighing device is standard equipment prepared
by the Toledo Scale Co. A single workman operated the plant. First he opened the gate
of the stone bin allowing the required amount of stone to discharge into the weighing bin.
From his position at the levers he could see the scale dial which was 2 feet in diameter and
graduated into 5 pound units. Next the sand bin was opened and the sand was allowed
to discharge into the weighing bin until the indicator marked the required combined weight
of the stone and sand. The measured aggregates were then dumped into the receiving
hopper and into the mixer from which they were hauled to the subgrade in trucks.

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 1

New Rochelle Installs Concrete Sign Posts

**The Landing of the Huguenots'
By George I. Tobin

"The City of Homes"
By Ralph T. Robinson

Wfff 5* JTP

SYMBOLIC signs, designed
by nationally known artists
and mounted on concrete posts
mark the ten main highways
leading into New Rochelle,
N. Y. All the artists live in
the city they sign posted — an
exclusive residential suburb, 18
miles north of New York.

( 'Huguenot Ship" V
^ByFred'kDanaMarsh J

Detail of the ornamental concrete
posts supporting the signs

1 f "'Skinnay'a

Dogs"

J { By Clare Bi

and his

Briggs

January, 1924 CONCRETE HIGHWAY MAGAZINE

Concrete Streets in Mohawk Valley

EVERY City in New York state's famous Mohawk Valley — from Albany to
Syracuse — is making use of concrete for street improvements. In this region
of scenic beauty and industrial activity, concrete pavements have demonstrated
their enduring worth.

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 1

"Pacific Avenue" Paved from Vancouver
B. C to California Line

RECENTLY, with appropriate ceremonies in which "Old Man Detour" was con-
signed forever to other regions, the Pacific Highway was officially opened as an
all-paved boulevard from Vancouver, B. C. to the California line. Mile after
mile of this highway is of satisfying concrete.

Everett
Seattle

acoma
blympfa
Che halls

Kalama
Vancouver WN

Lewis County, Washington

ff Albany

Gran+f Pass
Bedford
Ashland

CALIFORNIA

LEGEND

Concrete Pave me nf.
Other Types.

Clackamas County, Oregon

January, 1924 CONCRETE HIGHWAY MAGAZINE 21

King County, Washington )

Skagit County, Washington

Clarke County. Washington ]

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 1

How the Cement for your Concrete
Pavements is Made

Ruins of early cement kilns.

ONE hundred years ago an English mason
named Joseph Aspdin invented portland
cement — the basic material in concrete
pavements. The haphazard and uncertain
methods of that early day offer a most striking
contrast to the precise operations, close quality
control and huge outputs of present-day plants.

Portland cement got the name "Portland"
because Aspdin noted its resemblance when
hardened to a well-known English building
stone quarried on the Isle of Portland. Today
it is commonly known merely as "cement."

The cement industry now ranks tenth in
the amount of power installed and is the fourth
largest manufacturing user of coal. Great
quantities of oil and some gas are also used
for fuel.

Over 16,000,000 pounds of
high explosives were set off
in cement mill quarries during
1923.

More than 150 pounds of
raw materials are required for
each 94-pound sack of cement.

All the rock quarried (for cement-making)

must first pass through

huge crushers.

Further crushing and grinding prepares the

raw material for pulverization in tube mills

or other machines.

January, 1924

CONCRETE HIGHWAY MAGAZINE

At a temperature of 2,700
degrees Fahrenheit generated
by a roaring 30-foot tongue
of flame, the finely powdered
mixture forms a new chemical
and physical compound called
clinker.

After the clinker has
cooled, this glass-hard ma-
terial must be ground to the
fineness of flour. In storage,
clinker is inert, but as soon
as ground to cement, it must
be protected from moisture.

Cement sacks are first tied
with wire ties, then hung
upside down on a machine
and filled through a flap valve
in one corner of the sack.

In 1923 over 500 million
sacks were filled for shipment.

Until needed for ship-
ment, cement is stored in
large concrete bins. One out
of every 33 freight cars carried
by the railroads contains
cement or supplies for cement
mills.

One of These 28 Offices is
Your Office

LOOK at the map. Find your office— the one near-
est you. This is one of the 28 offices of the
Portland Cement Association. Each has a staff of
men whose business it is to supply you with infor-
mation on the uses of concrete.

Whether you use concrete or have it used for you,
call upon your office as your needs require.

We have for distribution helpful booklets on the
many uses of concrete. They represent the accum-
ulated knowledge and experience of twenty-one years
of Portland Cement Association service. Like all
other helps which the cement industry offers through
the Portland Cement Association, there is no obli-
gation.

PORTLAND CEMENT ASSOCIATION

A National Organization to Improve and Extend the Uses of Concrete

District Offices at

Atlanta
Birmingham
Boston
Chicago
Dallas
Denver

Des Moines
Detroit
Helena
Indianapolis
Jacksonville

Kansas City
Los Angeles
Memphis
Milwaukee
Minneapolis
New Orleans

New York
Parkersburg
Philadelphia
Pittsburgh
Portland. Oreg.

Salt Lake City
San Francisco
Seattle
St. Louis
Vancouver, B. C.
Washington. D. C.

DEVOTED TO CONCRETE ROADS, STREETS 6- ALLEYS

Voi.vni

February 1924

White Horse Pike
in AucUibon, N. J.

New Concrete Paved Hylan Boulevard ... 27
Research in Concrete Benefits Paving Industry 36-7,39

Concrete for Permanence

Inspector

INSPECTION is the keynote of
J- quality construction. On it depends,
more than on any other factor, the pro-
duction of satisfactory pavements.

Given a good design and proper
specifications, it is the Inspector's job
to apply these to the construction of
concrete pavements in such a manner
that in the finished structure, the purpose
of the design has been faithfully and
accurately carried out. He must be able
to control the details of fabrication so
closely that the desired quality of the
product will result.

It is not an easy job, for the building
of pavements is subject to so many dis-
turbing influences that it is only by
painstaking attention to every detail
that best results can be assured.

Primarily, the inspector is interested
in results rather than methods. But
because methods affect results, he must
be able to detect improper methods and
suggest correct ones in their place.
He should have an understanding of the
contractor's problems and should be
willing at all times to assist in solving
them. An appreciaton of the contract-
or's position will do much in making the
relations between contractor and in-
spector friendly and satisfactory.

A knowledge of the factors affecting
the quality of concrete is, of course, a
fundamental part of the concrete pave-
ment inspector's equipment. Without it
he cannot know how to control accurately
the making of concrete of any desired
strength. Research has shown that the
quality of concrete is dependent on

certain definite factors and experience
has shown that these factors can be
controlled in a practical manner in the
field.

Inspection plays an important part in
civil engineering work. It calls for tech-
nical knowledge, tact and judgment.
It provides valuable training and is a
vital phase in the experience of the young
engineer. During the engineer's exper-
ience as inspector, he is usually getting
his first contact with actual construction
work and is not only establishing methods
and habits of work, but is beginning to
build his reputation.

Lax inspection leads to poor results,
vacillating inspection brings about un-
settled conditions and disputes; arbi-
trary, dictatorial inspection means fric-
tion and hard feelings. It is only through
firm, intelligent inspection, based on a
thorough knowledge of construction
principles and an appreciative under-
standing of the contractor's problems
that good work will be produced.

In succeeding numbers of the CON-
CRETE HIGHWAY MAGAZINE this page
will be devoted to a discussion — from the
inspector's point of view — of those
problems with which the inspector is
confronted in building quality pave-
ments. The building of a good pave-
ment does not depend entirely on the
inspector but no individual in the long
chain of workmen and officials engaged
in pavement construction does more to
secure a satisfactory job than the in-
spector. His work is faithfully recorded
in the condition of the pavements built
under his supervision.

HAGAZIN

February

1 9 2, 4

Vol.VIII No.2

Concrete Pavement on Cahuenga Avenue,
Los Angeles, Calif.

First Section of New Concrete Paved
Hylan Boulevard Completed

By THEODORE S. OXHOLM
Chief Engineer, Borough of Richmond, New York City

SOME five miles across New York Bay from the lower end of Manhattan ties an
island about 15 miles long and 7 miles wide, covered with wooded hills and fertile
farms. This is Staten Island, for many years devoted entirely to stately manors and
spreading farms, but now comprising the Borough of Richmond of Greater New York.
Ideally located for both business and residential uses, the island has developed rapidly.
Today its shores are lined with busy docks, factories and stores and its hills and
valleys are traversed by many miles of commercial streets and highways.

The Hylan Boulevard is the latest contribution to Staten Island's 25.45 miles of concrete road.

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 2

The frequent ferry service across the bay and its surrounding waters makes it the
most direct route for both heavy trucking and passenger traffic from southern New
Jersey to Manhattan. To accommodate this steadily 'ncreasing traffic several main
highways have been laid out and improved from the north to the south shores. Two of
these — the Arthur Kill Road and the Richmond Turnpike — have recently been con-
creted for the greater part of their length but they are rapidly becoming too congested
to handle the great tide of vehicles efficiently. The Richmond Turnpike serves the
western part and the Arthur Kill Road crosses approximately through the center of
the island.

In 1922 the idea of building a boulevard along the eastern side of the island was
conceived. Such a road would provide the much needed relief to the other main
arteries of travel. In September of that year the contract for grading and paving the
first section of this new trafficway was awarded. It was then known as the Southfield
Boulevard but in the Spring of 1923 the name was changed to the Hylan Boulevard
in honor of the Mayor of New York City.

Owing to the satisfactory results obtained on the Arthur Kill Road, the Richmond
Turnpike and other streets, concrete was selected as the paving material. The section
completed in the fall of 1923 was constructed by the Brooklyn and Manhattan Con-
tracting Corporation. It is 3 M miles long, 30 feet wide, 8 inches thick, reinforced with
45-pound steel mesh and was laid in two 15-foot strips. A record of more than 600
feet a day was made with a 4-bag mixer, with aggregates placed on the prepared sub-
grade. An excellent riding surface was obtained by the use of a mechanical finisher.
The spacing of the transverse joints was regulated by the daily temperature of the air.
The spacing was increased or diminished as the temperature rose or fell. This method
had been worked out and used on previous concrete paving jobs. Transverse joints
consisted of premolded asphaltic filler, ^-inch thick. The longitudinal center joint
is of the construction type and was later filled with asphalt by means of a hose at-
tached to a tank truck.

Because of the satisfactory results obtained on other concrete streets in richmond, concrete
was selected for paving Hylan Boulevard

February, 1924

CONCRETE HIGHWAY MAGAZINE

The pavement was built in two strips, each 15 feet wide, 8 inches thick.

The completed section is the first unit of a plan to construct a 14-mile boulevard
across the island. When completed it will extend from Tottenville at the south end
to Clifton on the north end. The petition for the necessary funds to complete the
northern section — about 2 miles — has already been presented to the Board of Estimate
and Apportionment and it is expected that this contract will be awarded during 1924.

Traffic on the first section is already dense and indications are that this boulevard,
when completed, will carry the heaviest traffic on Staten Island. It was with this
in view that the design and material was adopted and built and is proposed for the
entire 14 miles. For the greater portion of its length, the Hylan Boulevard will
traverse a section of Staten Island that is at present devoted principally to farming.
That this section will develop into choice residential districts and business centers is
already indicated by building activities along the newly paved stretch. Many land
development projects are now under consideration on the line of its future extension.

With the completion of the 1923 contracts there will be 25.45 miles— 338,332
square yards — of concrete pavement on Staten Island. The first concrete pave-
ment was laid in 1916, and the Richmond Borough officials as well as tax payers
are justly satisfied and proud of the results obtained.

Index to Vol. VII, Concrete Highway Magazine, 1923, is now ready.

A copy, conveniently arranged for ready reference, may be had upon request.

Address

PORTLAND CEMENT ASSOCIATION

111 West Washington Street

Chicago

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 2

Bottomless Swamp Conquered by
Concrete Road

By GEORGE E. McNUTT

Construction Engineer, State Highway Commission of North Carolina
Elizabeth City, N. C.

ONE of the most difficult road construction jobs completed by the State High-
way Commission of North Carolina during 1923 was Project 110, locally known
as the Elizabeth City-Camden Road. The rigid, even concrete slab which today
covers the 2>£ miles of road across an arm of the dread Dismal Swamp offers little
to remind the traveler of the old, makeshift trail, usable only at low tide during a small
part of the year. Nor does the casual user of the highway appreciate the construction
difficulties encountered and overcome by the Commission's engineers in the building
of this road, most of which is below sea level at high tide and whose subgrade is of
such a nature that a 20-foot rod could be pushed down out of sight without effort.
Yet today the busy commerce of three prosperous counties moves over the four miles
of modern highway between Elizabeth City and Camden where before a journey of
:^^:^M— .«- 22 mRes was required.

Before the road was
improved, traffic between
the two cities was forced
to use the longer route
along the higher ground a
large part of the year be-
cause of the condition of
the section through the
swamp. The excessive
maintenance and the
, .^ limited service the shorter
road was able to render,
combined with insistent
demands for a serviceable
highway, led the state to
make plans for recon-
structing this important link in its highway system.

An inspection by the State Highway Commission resulted in a decision as to the
type of road to be built and the method of construction to be used. Concrete was
recommended because a rigid slab was needed to distribute the load evenly and to
gain as great a bearing area as possible on the unstable subgrade. Because of the
unusual construction problems which made it difficult to draw up specifications cover-
ing the job, it was decided to build the road with state forces and equipment. This
plan permitted the state to make changes in design and methods of construction as

A section of the pavement was built with integral curb. Later

this design was changed to the thicker-at-the-edges section

without curbs.

February, 1924 CONCRETE HIGHWAY MAGAZINE

the need for them developed without the difficulties which such a procedure would
entail on a contract job.

Design Changed

During the course of construction it was considered advisable to make certain
changes in the design of the pavement. The original section called for a pavement 17
feet wide, 8 inches thick at
the center, 6 inches at the
edges with an integral curb
6 inches high. Approxim-
ately 2,500 lineal feet of
pavement were built of this
type, but the design was
then changed because it
was found that the con-
struction of the curb held
up progress and was diffi-
cult to build true to line
and grade in the unstable
subgrade. The cross-sec-
tion was so changed that
the two cubic yards of

concrete per 100 feet formerly placed in the curb were transferred to the under side of
the slab to make a thicker-at-the-edges pavement section. The new design improved
the appearance of the pavement, provided greater strength at the edges and facilitated
construction.

Both types of sections placed were of 1:1^:3 concrete, using sand and crushed
pebbles shipped by scow from Norfolk, Va. The pavement was reinforced with 94
pounds of National Steel Fabric reinforcement per 100 square feet.

Trimming shoulders on the south end of the job along the
higher lands.

Concrete was mixed at a central mixing plant built on a wharf

about % of a mile from the north end of the job. All

aggregates were received in barges.

Subgrade Preparation

The old road, which is
in effect the subgrade
upon which the new road
was placed, was during
high tide, covered with
water to a maximum
depth of 23^ to 3 feet in
many places and prac-
tically all of the road
through the swamp was
under at least 6 inches
of water at high tide. In
preparing the subgrade
foi the new pavement, the

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 2

low places in the old road were first filled in and levelled. Over this fill a corduroy mat
was placed, care being taken to keep the corduroy as low as possible so it would remain
under water. The corduroy mat consisted of logs 30 feet long and 8 inches in diameter
at the small end and 10 inches at the large end. These were placed across the sub-
grade, the large and small ends alternating on either side. Log stringers were
doweled to the cross logs and placed parallel to the centerline on both sides of the road.
Successive thin layers of sand were then spread over the corduroy until all the
spaces between the logs were well filled. Dirt hauled by barge from the banks of the
Dismal Swamp was placed on top the corduroy to a depth of from 10 inches to 2 feet.
As little filling as possible was placed on the logs in an effort to keep the weight down
but to bring the road above water level. Although the filled-in material was placed
to an elevation of 6 inches above the finished subgrade, the truck traffic over the road
caused it to settle below the established grade in some places. These low spots were
brought to grade by filling with sand and gravel. Pipe culverts, resting on two layers

of corduroy were placed
across the road at inter-
vals of 1,000 feet to
equalize the elevation of
the water on either side.
In order to utilize their
bearing power, no roots

^ I , , ; ^. OM3 were cut when the sub-

BMW^'B L ''~"-JH grade was prepared.
: - ' ** * Heltzel steel forms with

a 6-inch base were used.
These were placed on 2
by 4-inch stakes, 4 feet
long, which were driven
into the subgrade. In
addition, the forms were
braced to stumps, trees
and shrubs along

the roadside to keep them from being deflected. In spite of these precautions it was
difficult to keep forms true to grade because of the "crawling" of the subgrade under
traffic.

Placing Concrete

Concrete was mixed at a central mixing plant, placed on an 85 by 120-foot wharf
built at Stinking Gut Creek about % of a mile from the Elizabeth City end of the job.
The plant consisted of a 21 E Foote stationary mixer mounted on cribs, storage bins
for sand and stone and a stiff-leg derrick. Aggregates were proportioned in measuring
boxes under the bins and conveyed to the mixer on a Koehring loader, placed under the
bins. All aggregates were received in barges which were tied up at the wharf and
emptied into the storage bins with the derrick and clamshell. A cement warehouse,
a machine repair shop and a gasoline filling station were also placed on the wharf.

Concrete was hauled to the subgrade in a fleet of 2-ton White trucks equipped with

A large, flat barge, equipped with a truck motor was used to
detour traffic around the job.

February, 1924 CONCRETE HIGHWAY MAGAZINE 33

oversize pneumatic tires and dual dump bodies. Because of the soft subgrade it was
necessary to place planks on which the trucks traveled. As the trucks made their
way over the planks to the mixer, the water would be forced up between the boards.
When new concrete was placed in the morning, it was dumped at least 1 5 feet from
the end of the old work to prevent the subgrade from settling away from the old
concrete under the load of the truck.

The surface of the pavement was struck off with a steel strike board and was
finished according to standard state practice. Finishers and strike-off men worked
from platforms built at the sides of the road to prevent them from sinking into the
swamp.

Water Detour

The only road detour available was the 22-mile highway following the higher
ground. To provide a shorter route between the two cities during the construction
of the highway, it was decided to go back to the original method of transportation —
the ferry boat. A large, flat barge, equipped with a truck motor and capable of carry-
ing eleven automobiles was rented by the Commission. The detour ferry operated
over the Pasquotank River from the old ferry landing on the Camden side to a new
landing within a block of the business district in Elizabeth City. Six round trips
were made daily, beginning at 7:00 A. M. and ending at 10:00 P. M.

An Important Road

The new highway was completed in June, 1923, and entered at once upon its
career of usefulness to the state. Besides providing a market outlet for two countries
cut off by water from the mainland, the new concrete highway connects two county
seats — Elizabeth City and Camden — and forms a part of a through road from southern
North Carolina points to Norfolk. Though the people needed and wanted the high-
way, many did not believe it could be built. But doubts gave way as the rigid con-
crete surface steadily conquered the morass and today quick, reliable highway trans-
portation service is possible every day of the year over Project 110.

Tuscaloosa, Ala., Chooses Concrete for
Extensive Street Improvement Program

ByW. H. NICHOL

City Engineer, Tuscaloosa, Ala.

LARGELY as a result of the good wearing qualities shown by a concrete pavement
built in this city ten years ago, the city officials of Tuscaloosa adopted portland
cement concrete as the material to be used when the city's present program of street
improvement was started. Today there are completed or under construction in
Tuscaloosa about 100,000 square yards of concrete pavement.

Though it was not built according to present day standards of construction, the
concrete pavement laid on University Avenue in 1913, through the grounds of the
State University, is still in excellent condition. The pavement is half a mile in length

34 CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 2

Broad Street, paved in 1922, was improved with a center park-
way, dividing parallel roadways.

and consists of two 17-foot

roadways, one on each

side of a 10-foot park area

enclosing the street car

tracks. This pavement

was laid by Tuscaloosa

County, convict labor

being used. Two small,

one-sack mixers mixed

the concrete which was

proportioned one part

cement, one and a half

parts sand and three

parts gravel. The fine

and coarse aggregates

consisted of bank run sand and gravel which was hauled from a neighboring pit.

The materials were screened but not washed. Concrete was placed to a uniform

thickness of 9 inches.

Today this pavement shows little wear except surface pitting where gravel particles

have become dislodged due to the film of clay which coated them. Most of the slabs

have developed transverse cracks and some show longitudinal cracks but with proper

maintenance, this street apparently will last indefinitely. A patented metal joint

was used and most of the joints are high.

With the inauguration of the present street improvement program in 1920, the speci-
fications were changed to incorporate the best practice in concrete street construction.

Present city specifications require the use of washed sand for fine aggregate and

washed pebbles, crushed stone or furnace slag for coarse aggregate. Proportions are

one part cement, two parts fine aggregate and three parts coarse aggregate.

A standard thickness of seven inches is used except in lightly traveled residential

sections where a thickness
of six inches is sometimes
used. Integral curb is
constructed on all streets
where curbs are not
already in place.

Particular attention is
paid to the consistency
of the concrete and to the
time of mixing. A 2-inch
slump governs the amount
of water used and the
time of mixing is con-
trolled by a batch meter
* which is set for a one-

The good wearing qualities of the concrete pavement laid in minute mix.
1913 on University Ave., influenced the choice for concrete TY»i«fc ar*»

when additional paving was projected. Joints are

February, 1924 CONCRETE HIGHWAY MAGAZINE

Downtown section of Broad Street, paved with concrete 7 inches
thick and 96 feet wide.

prepared asphalt filler
which is one inch wider
than the depth of the
pavement. This is trim-
med so as to project
about one quarter of an
inch above the finished
pavement. Transverse
joints are placed every
30 feet and longitudinal
joints are placed along
the curbs in roadways up
to 30 feet in width. On
wider roadways, the
pavement is built in two
trips separated by a con-
traction joint. In future construction the prepared joint filler will be used also in
the longitudinal center joint.

The original town of Tuscaloosa was laid out by the Federal Government in
1820, using the rectangular system of streets. The surveyor's chain was used as the
unit, the blocks being made 4 chains by 5 chains in size. The two main,axial streets
are 2 chains in width and the other streets are 1 Y^ chains wide. These wide streets and
short blocks make the proportion of street area to lot area unusually great. As the
income of the city is limited, the entire cost of street paving is assessed against
abutting property including intersections, the cost of which is divided throughout
the block for half a block in each direction.

To reduce the paving area, some streets are built with a center parking space
dividing two parallel driveways while on others the roadway is narrowed by using a
wider grass plot on each side. Both methods have their advantages. The double
driveway regulates traffic and the center parkway presents a pleasing appearance
when it is properly maintained. Experience has shown that where the center parkway
is used, the burden of maintenance falls on the city. In the case of the single drive-
way, the burden of maintenance is shifted to the property owner. With this design,
also, the driveway is placed at a greater distance from the house and cars parked at
the curb interfere less with traffic. The single driveway has proven more satisfactory
and less expensive to abutting property.

PORTLAND cement is now 100 years old. It was invented in 1824 by an
English mason, who called it "portland" cement because of its resem-
blance, when hardened, to an English building stone quarried on the Isle of
Portland. The first American plants for its manufacture were established 48
years later. Today the United States produces more portland cement than
all the rest of the world combined.

(The building in which the Structural ^
Materials Research Laboratory is
housed. * \

Discoverini

THE Structural Materials Research
Institute of Chicago and the Portlai
discovering facts and publishing informati
construction.

The practical methods of controlling
laboratories throughout the country, hav<
crete roads and streets to their present h

Hand-mixing concrete for 6 by 12-inch )
test cylinders. I

ne Facts

ry is maintained jointly by the Lewis
lent Association for the purpose of
ch will raise the standard of concrete

making of concrete, discovered by
much to bring the building of con-
.ndards of construction.

The batch mixer used

th i iu--m i \.-il con

ied in making ma- ]
crete for tests.

Room in which cement tests are made

c»gBfflwr

•«-

Y~"" »1-00

ir^,.:^, This makes con-

Foreign ^^_^_^_._:_:::_:::__=:_::____^^___ tents of back num.

Vol. VIII FEBRUARY, 1924 No. 2

Notify the Edi-
tor at once of
change of address
and of non-de-
livery.

Published Monthly by
PORTLAND CEMENT ASSOCIATION

111 WEST WASHINGTON STREET - CHICAGO, ILL.
Concrete for Permanence

ers will for that
reason find it de-
sirable to maintain
a permanent file of
current issues.

Portland Cement a Centenarian

r I X) a nation fast learning the economy of lasting pavements and firesafe structures,
A this year offers an anniversary of much interest. One hundred years ago, port-
land cement made its inconspicuous entry into the world of construction. It was duly
christened by its inventor, an English mason of Leeds named Joseph Aspdin, who was
granted a patent for its manufacture by King George the Fourth in 1824. This
patent was for "an improvement in the modes of producing an artificial stone." It
was, therefore, quite fitting that Aspdin should have named his material "portland"
cement because of its resemblance when hardened to a building stone then widely
used in England, that was quarried on the Isle of Portland.

Although portland cement was invented 100 years ago, it was long in reaching a
quality approaching modern standards. Aspdin's material was far from the portland
cement of today. Development from his crude cement came by slow stages, as
chemists and operating executives, by painstaking effort changed the haphazard
early methods into an exact manufacturing process.

In this country portland cement was first made in 1872. Because of the entrenched
position of foreign Portlands, the local manufacturers had to develop a product fully
equal to the established imported brands. They then had to prove the fact to the user.

Now, at the close of the first century of portland cement, the United States is
making more of this product than all the rest of the world combined. Output has
grown remarkably. From less than 600,000 barrels in 1893 to 137,377,000 barrels
in 1923 — such is the increase in production shown by the figures of the U. S. Geological
Survey. This means that nearly 550,000,000 sacks of cement were made last year
to meet the demands of the unprecedented construction activity. Late in the year
several new plants and a number of extensions to existing mills came into production.

The revolution in manufacturing methods was brought about largely through
two new pieces of machinery — the rotary kiln and the iron grinding mill. One of
the big modern rotary kilns — great steel cylinders, brick-lined — will turn out as much
cement-clinker in a day as a large, old time vertical kiln would burn in two weeks.

This, then, is the product which has become the basic material in America's most
popular type of road and street pavement. In 1909 there were less than 600,000
square yards of concrete pavement in the United States. At the end of 1923 this
yardage had increased to a total of 420,000,000 square yards. Joseph Aspdin's in-
vention with its obscure beginning was destined to exert a revolutionary influence,
changing for the better every phase of activity in the construction world.

February, 1924 CONCRETE HIGHWAY MAGAZINE

Research Benefits Paving Industry

THAT the principles discovered through research work in laboratories are appli-
cable to the making of concrete for pavement construction has been demon-
strated by their almost general adoption. During the past few years highway
engineers have laid particular stress on the building of quality concrete pavements
and it is in this endeavor that the work of these laboratories has been particularly
helpful.

Experiments establishing the great sacrifice in strength of concrete due to an excess
of mixing water and to improper curing methods have led to the almost universal
adoption of specifications limiting the amount of mixing water permissible and in-
sisting on the protection of the finished pavement during its curing period. Some
specifications contain a clause giving the curing operation priority rights in water
supply. A simple method known as the "Slump Test," devised to test the con-
sistency of concrete, has proven of practical value in actual construction work and
is now used on by far the greatest number of pavement jobs. Other tests of an in-
tensely practical nature which have done much to secure better concrete have brought
about the specification of a minimum time of mixing.

Exhaustive tests have been made on the effect of the grading of aggregates on the
strength of concrete. It has been shown that proper grading of aggregates often
doubles the strength of concrete and tables have been prepared whereby concrete of
a certain desired strength can be produced by properly proportioning available aggre-
gates of a given size. By this method it has been possible to obtain concrete of a
known quality by using aggregates which had previously been considered unsuitable
for paving work. The application of this principle of proportioning has effected
substantial savings in the cost of highway construction in a number of instances.

The making of concrete has evolved into a scientific process dependent on factors
which can be controlled by simple field tests. The public demand for quality concrete
can now be fully met, due in a large measure to the work of research organizations,
among which is the Structural Materials Research Laboratory, maintained jointly
by the Lewis Institute of Chicago and the Portland Cement Association.

FEDERAL AID PROJECTS IN U. S. COMPLETED
AND UNDER CONSTRUCTION TO OCTOBER 31, 1923

TYPE

Total Cost

Percentage
of Total
Cost

Mileage

Percentage
of Total
Mileage

Average
Cost
Per Mile

Concrete
Gravel
Graded
Bit. Macadam
Bit Concrete

...$310,411,486.50

180,444,741.19
77,653,159.03
79,291,404.60
40,361,363.07

38.7

22.5
9.6
9.8
5.0
3.3
4.0
3.8
3.3

8,088.5
17,258.2
9,470.6
2,618.6
1,140.7
1,414.5
4,339.0
680.6
80.4

17.8

38.3
21.1
5.8
2.5
3.1
9.7
1.5
0.2

$38,379.00

10,455.00
8,199.00
30,287.00
35,404.00
19,121.00
7,354.00
44,921.00
339,096.00

W. B. Macadam
Sand Clay
Brick

27,037,460.68
31,909,867.59
30,573,613.48

Bridges

27,263,341.30

TOTAL

$804,946,437.44

45,091.1

40 CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 2

Concrete Pavement Carries Traffic
Through Liberty Tunnels

By A. C. GUMBERT
County Commissioner, Allegheny County, Pittsburgh, Pa.

THE longest underground passages in the world permitting the use of gasoline
driven vehicles are paved with the concrete roadway 1 1 inches thick at the center
and 9 inches thick at the edges. These are the Liberty Tunnels which connect the
South Hills Boroughs with the City of Pittsburgh. With their north and south ap-
proaches, the tunnels are 6,280 feet long. The tunnels proper consist of two tubes,
one for north and one for south bound traffic. Each tube is 5,714 feet long from portal
to portal.

The tubes are 59 feet from center to center, each tube being 26 feet in width de-
signed for a 21-foot roadway, with a 4-foot walk on one side and a 12-inch curb on the

other. The maximum
finished height above the
roadway is 20 feet 9 in-
ches. Cross passages, 7
feet high and 4 feet
wide, are provided be-
tween the tubes at 500
feet intervals for emerg-
ency use. All water,
telephone and electric
lines are carried in con-
duits placed under side-
walks and curbs and a

Interior of Liberty tunnel, Pittsburgh, showing hand rail sep- very Complete ventilating
arating sidewalk from roadway. J

system will properly

insure safety for those passing through the tubes. Lights are placed on 51 -foot
centers at the top of the arch in each tube. A fall of 4 inches per 100 feet from north
to south gives a difference in elevation of about 20 feet between portals and
provides for drainage.

Contracts for this project was awarded in December of 1919 to Booth & Flinn,
Ltd., of New York and Pittsburgh. The work is being carried out under the direction
of the Designing Engineer, A. D. Neeld of Pittsburgh, who represents Allegheny
County. M. L. Quinn, General Superintendent, and Frank Lee, Superintendent of
Construction, supervised the work for the contractor. All construction on the tubes
proper has been completed. It is expected that the ventilating system will be
completed by March or April of 1924, at which time the tubes will be formally
dedicated and thrown open to traffic.

The concrete roadway in the Liberty Tunnels is a one course pavement, 9 inches
thick' at the edges and 11 inches at the center with a 2-inch crown. Reinforcement

February, 1924 CONCRETE HIGHWAY MAGAZINE 41

Cross section of Liberty Tunnels showing passageways which are at 500-foot intervals.

consists of 90 pounds of expanded metal per 100 square feet and %-inch bars placed
so as to provide special reinforcement at the joints and edges. A 1 :1 1A\Z mix, using
river sand and Ligonier limestone, a 75-second mix and water content regulated so as
to give a two to three-inch slump were demanded. Expansion joints were spaced
at 50-foot intervals and were doweled with %-inch round bars, 4 feet long and placed
at 4-inch centers. One end of the dowel was dipped in pitch to prevent bond.

The sequence of operations was as follows: (1) driving rock entry; (2) lining with
concrete; (3) placing sidewalk and curb; (4) filling in subgrade with rock from 6 to
18 inches deep; (5) building concrete roadway. All concrete for the roadway was
furnished by a central mixing plant near the south end and was hauled to the sub-
grade by an electric motor pulling five cars, each of which contained a 5-bag batch
of concrete. As the material had to cross a public highway all concrete work was done
at night.

View of tunnel portals and of special finishing machine used in building the pavement.

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 2

To overcome some of the difficulties arising from the restricted working space
in the tube, the contractor's superintendent designed and built an electrically driven
platform and ramp that held a 5-car train of mixed concrete. This platform was of
sufficient height to permit the spreaders to work under it and, being movable, the
cars could be dumped where needed. The sheets of reinforcement, which were
carried in a frame suspended from the dumping platform, were placed after lYi
inches of concrete had been spread. The additional concrete required was then placed.

As a 12-inch gutter would not permit the use of any road finishing machine then
on the market, Superintendent Lee again came to the front and from scraps and dis-
carded pieces of metal in the yard constructed a most ingenious and satisfactory
electrically driven finishing machine. This machine ran on steel rails laid on the

concrete sidewalk and
curb, and was operated
by a 15 h. p. motor. It
struck off, tamped and
belted the concrete.

The strike board was
set to leave the surface
slightly above grade. The
tamper was a 6-inch
channel iron, bent to the
crown of the finished
pavement and was hung
so that the lowest point
of its 4-inch stroke was
the top of the finished
pavement. A 24-inch
rubber belt which could be made to drag or to operate with a short, medium
or long oscillating stroke, was a part of the machine. In the construction of the
pavement, long handled wood floats were used after the tamping and prior to the
belting. The belt was first operated with an oscillating movement and the final
finish was given by a straight drag with no side motion. Immediately following
the final belting, all pit holes and exposed stone were hand floated from a detachable
bridge fastened to the rear of the finishing machine.

Particular care was exercised in constructing expansion joints. In finishing the
transverse joints, the expansion material extended H-inch above the finished pave-
ment. Both sides of the joint were finished to a %-inch radius with an edger. A
notched, 8-foot straightedge was used to insure a good riding surface.

While the specifications called for absolute protection during the early hardening
period, it was found that in the tubes the sprinkling of the finished roadway twice a
day was sufficient. The outside work was protected with straw which was kept wet
for ten days.

The entire project when completed will cost about $6,000,000. Approximately
400,000 cubic yards of earth and rock were excavated; 120,000 cubic yards of concrete,
requiring 720,000 sacks of cement and 2,100 tons of steel, were used in the the tunnels
and ventilating shafts and 28,898 square yards of concrete roadway were placed.

Concrete roadway, 1 1 inches thick at center and 9 inches thick
at sides will carry traffic through Pittsburgh's Liberty Tunnels.

February, 1924 CONCRETE HIGHWAY MAGAZINE 43

Team Haul Proves Economical

A DEPARTURE from the usual methods of building concrete highways was
-TX made by H. H. Hall Construction Co. of East St. Louis, 111., when the old
fashioned method of hauling road materials by team was adapted to meet the special
requirements of an unusually large concrete highway contract. Short sections, in-
accessible to industrial haul were economically and quickly constructed by hauling
preproportioned batches to the mixer with teams.

In the fall of 1921 the H. H. Hall Construction Co. found itself the successful
bidder on 68.2 miles of concrete pavement on Routes 2 and 15 of the Illinois State
Bond Issue Road System. In 1922 and 1923 this mileage was increased by an addit-
ional 12 miles on Route 14, extending easterly from DuQuoin.

It was decided to build the major portion of these contracts by using industrial
haul and central proportioning outfits, and set ups were planned to serve the greater
part of this mileage. But there remained a 1^-mile section on Route 15 east of the
Illinois Central Railroad crossing and an 8-mile stretch on Route 2 at another rail-
road crossing which could not conveniently be built with the industrial haul system
because this method would require the crossing of two important main line railroads

with industrial railway
tracks.

The truck haul method
could have been used in
building these sections,
but Mr. Hall decided to
use team haul with a
central proportioning
plant. This method had
been tried out in a lim-
ited way by the contrac-
tor on street paving work
with some success. More-
over he was able at that
time to purchase good
teams at a reasonable
price.

The team haul method being decided upon, the problem became one of modifying,
modernizing and adapting the old team haul equipment to suit modern road building
conditions. Stout wagon frames were built, each large enough to carry two oak boxes
designed to hold a 4-bag batch of concrete materials. The front wheels of the wagons
were built small enough to permit sharp turns. All tires were made 6 inches wide to
facilitate hauling over a soft subgrade. The mixer was fitted with a derrick which
lifted and dumped the batch boxes. The central proportioning plant consisted of
steel storage bins equipped with measuring devices, a clamshell and derrick on crawler
traction, liberal sidetrack facilities and a cement storage shed. A construction camp

Specially built wagons, designed to meet the conditions of

modern road building, were used to haul proportioned

batches in the construction of isolated sections of a

large Illinois concrete road contract.

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 2

and stables were erected
at the site of the plant.

From 8 to 30 teams
were used, depending on
the length of the haul.
On a 3-mile haul, each
team was able to make 4
round trips per day. The
wagons were loaded in
approximately 4 minutes
from the time the cement
shed was reached until
wagon was under way
fully loaded. A little
less than 3 minutes were
required to unload the 2
batches at the mixer.

modern, central proportioning plant
batch boxes which were hauled to t

was used to load the
the mixer by teams.

ciic& di LUC iuiACi.

In 1922, the approximate first cost of a unit in the team haul equipment was:

Team... ...$400

Wagon 160

Batch Boxes SO

Harness : 60

Total.

.$670

The life of the unit is estimated at 5 years and yearly repairs are inexpensive and
are quickly made. Food for each team was found to cost approximately one dollar
per day the year round.

Drivers were employed for 30 to 35 cents an hour. One blacksmith, one helper,
4 stable men and one wagon man were needed to maintain the team haul outfit for
the working season.

Work was started at the maximum haul and as the length of the haul shortened
the extra teams were put on light grading, shoulder work and other jobs. During
weather unsuitable for paving the teams were employed on grading or hauling ma-
terials for culverts and bridges. With the wide tired wagons, the teams were able
to haul material over a subgrade which would be impassable for trucks.

The suitability of the team haul method is limited, for the maximum economical
length of haul is about 2 miles. With the aid of a tractor pulling 3 wagons, the con-
tractor has placed pavement 2% miles from the materials plant, but this was done only
to take advantage of unusually fine weather, so that the plant could be moved when
the weather was unsuitable for paving.

On the whole, this method of hauling material proved very satisfactory. More
than 1,200 feet of standard 18-foot pavement were placed in two consecu-
tive days and the daily average production over a two month's period was 521
feet for each 10 hour day. In spite of the loss of 45 days in the middle of the work-
ing season, due to lack of materials, this outfit was able to build about 10 miles of 18-
foot concrete pavement during the construction season.

February, 1924 CONCRETE HIGHWAY MAGAZINE

Concrete-Paved Streets Aid in Selling
Lots in Palo Alto, California

To make lots in the new Southgate Subdivision sell rapidly,

the Palo Alto Development Co. paved the streets with

concrete.

PALO ALTO is a city
of better-class
homes. It is the site of
Leland Stanford Univer-
sity, is near enough to
San Francisco to be
called a suburb, and has
the fine climate typical
of the Pacific Coast.
These three things have
combined to make the
growth in population so
rapid that it is difficult
for newcomers to find
houses. Houses are be-
ing built in every part of
the city; lots are being

sold to prospective home owners and new acreage is being divided to provide
more building places. To make lots in the new Southgate subdivision bring a good
price and sell rapidly the Palo Alto Development Company, owners, put in improve-
ments which cost them $171,000. By far the largest item of this expense was for
concrete walks and pavements.

The Southgate subdivision covers a 40-acre tract of land to the south of the
built-up part of Palo Alto. It was divided into 200 lots, served by 10 streets.
All these streets were paved before any lots were sold. On one of them the con-
crete is 36 feet wide and 5 inches thick; on the others it is 28 feet wide between curbs.

All sewer, water, gas and electric lines were placed in a 6-foot strip at the back
of the lots. Electric wires for street lights are the only thing allowed inside the
street limits and they are put between the curb and sidewalk. This policy of
keeping all service lines out of the street will prevent any future destruction of
the pavement to repair or install underground structures. All electric and tele-
phone lines are in underground conduits.

The result of this careful planning and large expenditure for improvements is a
subdivision which attracts only the better class of residents. Houses must cost at
least $4,000 if they are to be built in Southgate and in addition must have the approval
of two planning committees which insist that each house fit in the general scheme of
beauty adopted for the subdivision.

The Palo Alto Development Company realized a substantial profit from its
investment in improvements and will assure equal success for its next venture by
again building concrete pavements.

46 CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 2

Century Old Dunes Highway is Now a
Concrete Paved Boulevard

A sunset In the Dunes

IN 1824, when Congress authorized
President Monroe to make surveys
of roads of national importance, that
section of the old Chicago-Detroit Road
now known as the Dunes Hi-way,
began its interesting career. Because
this road connected Detroit and Chicago,
it was given a large share of the approp-
riation made by Congress.

It is an interesting coincidence that
during the same year in which the sur-
vey for this highway was authorized,

Joseph Aspdin, an English mason, invented portland cement, the basic material in
the pavement which was dedicated as the "Dunes Hi-way" 100 years later.

The original route followed the Indian trail in a general westernly and south-
westernly direction through Michigan into Indiana. The old route from Detroit kept
to the high ground, avoiding swamps and seeking the best locations for fording
streams and rivers. So crooked was the trail that one traveler of pioneer days de-
scribed it as "stretching itself by devious and irregular windings" from settlement
to settlement. From Michigan City westward the road followed the sandy shore
of the southern end of Lake Michigan. When the wind was favorable, the waves
packed the sand so that the wheels of the stages hardly made an impression. But
as travel was extremely difficult and tedious when the sand was not packed firmly
(and this seemed to be the case most of the time) the road was soon moved a little
farther inland, following very closely the route of the present highway.

The transformation of this trail into a highway for civilized travel came about
gradually. As the adjoining territory was settled, stage lines were established
between Detroit and Chicago. This necessitated some improvements, for the stage
operators were obliged to get the mail through according to contract, but the comfort
of the passengers was, in those days, a matter of little concern. As time went on,

the highway grew in im-
portance and improve-
ments were made culm-
inating in the 20 -foot
concrete boulevard of
today.

Except for the many
summer cottages and the
cities along the way, the

Concrete Pavement
Other

Porter

ILLINOIS

INDIANA

February, 1924

CONCRETE HIGHWAY MAGAZINE

Migrating sand hills sometimes

completely cover small stands

of timber.

Dunes Hi-way of today penetrates territory little

changed by the passing of a century. Now as then,

the picturesque dunes present a ragged skyline to the

traveler on the highway. As of old, the sand blows

from the shore and causes the dunes to migrate as it

is carried over the crest and deposited on the lee

side of the hills. Farther inland the sand hills have

become anchored by a covering of grass and forest.

The soft blue of the water, the rich gold of the wind-
blown sand, the dark green of the pines and the dull

brown of the dead oak leaves clinging to the trees, present a vivid picture in the late

fall and winter. In the spring and summer a riot of vegetation of great diversity
and beauty lures motorists from the busy city to the west.

The journey to Duneland is quickly made over the newly
dedicated highway. The parks and boulevards of Chicago
are left behind as the motorists enter the great industrial
section of northwestern Indiana. This extends almost all the
way to Gary, the steel mill city, though occasional open
spaces along the way give a hint of the beauty of the
dunes. Just beyond Gary is Miller, where Duneland begins.
The region is replete with interest. A little distance along
the highway is the famous Cowles Tamarack Swamp, a floral
treasure house containing rare and beautiful trees, vines,
shrubs and flowers.

At Tremont the highway reaches the center of the dunes
region. A few hundred feet south of the highway is a Mound
Builders cemetery and near here is the site of the old Indian
village. Toward the lake the great sand peaks of Mt. Tom,
Mt. Green and Mt. Holden tower above the lower dunes.

rjMtf " "jS Continuing west the Furnessville Blowout is passed. Here is a

TSpsi(BB sand ridge nearly half a mile long and 60 feet wide, crowned
with striking clusters of magnificent white pines. Beyond is the
Polk Slide — a high plateau of sand through which the original
Detroit-Chicago road ran. The Indiana State Prison marks
the western boundary of Michigan City.
As highway transportation — illustrated by travel

on the Dunes Hi-way — developed, the use of cement

also grew in extent so that by the time traffic had

grown to proportions which necessitated a paved

roadway on this highway, concrete had established

itself as the preeminent paving material. Thus, two

such seemingly unrelated events as the authorization

of a highway and the invention of a building material,

taking place in the same year on separate continents,

joined in influencing the building of the highway

which has opened this unique region to the motorist.

Through Duneland
on concrete
pavement.

Touring through Duneland on
the "Dunes Hi-way."

One of These 28 Offices is
Your Office

LOOK at the map. Find your office — the one near-
est you. This is one of the 28 offices of the
Portland Cement Association. Each has a staff of
men whose business it is to supply you with infor-
mation on the uses of concrete.

Whether you use concrete or have it used for you,
call upon your office as your needs require.

PORTLAND CEMENT ASSOCIATION

A National Organization to Improve and Extend the Uses of Concrete

Atlanta

Birmingham

Boston

Chicago

Dallas

Denver

Des Moines

Detroit

Helena

Indianapolis

Jacksonville

District Offices at
Kansas City New York

Los Angeles
Memphis
Milwaukee
Minneapolis
New Orleans

Parkersburg
Philadelphia
Pittsburgh
Portland, Oreg.

Salt Lake City
San Francisco
Seattle
St. Louis
Vancouver, B. C.
Washington, D. C.

MAGAZINE

DEVOTED TO CONCRETE ROADS, STREETS &• ALLEYS

Voi.vni

March 1924

No. 3

North and South Highway
Weber County, Utah

Longview, Wash., Choses Concrete Pavement
Cost of Vermilion County's Concrete Roads

51
55

Concrete for Permanence

Inspector

PREPARING THE SUBGRADE

A PROPERLY constructed subgrade
is the first important factor in the
building of a quality concrete pavement.
There are two cardinal requisites — lead
the water away from the subgrade and
be sure that the subgrade supports the
pavement unijormly.

Subgrades are composed not merely
of earth, but of various types of soils
whose differing properties require treat-
ment suited to their needs. In the main,
these soils may be classified as clay, sand
or loam. It has been shown that water
will travel by capillary attraction through
any soil, its spread, being governed by
the fineness of the soil particles and the
direction of the movement. The finer
the particles, the greater the number of
voids and the greater the capillarity.
Hence a finer soil will contain more water,
will draw water from a greater distance
and will hold that water more tenaciously.

Clay is a very finely divided soil,
brittle when dry but plastic and tenacious
when wet. Because it will absorb a large
amount of water, it will swell, and when
saturated clay freezes, the expansion
may cause damage to the pavement.
Clay is an exceedingly difficult soil
to drain. It must, therefore, be pro-
• tected as much as possible from the
presence of water. Cut underbrush so
that air may circulate freely and no part
of the subgrade from ditch to ditch be in
perpetual shade. Ditches must be care-
fully constructed so that water will not
stand in them. They should be well
away from the road and of large capacity.
The slope from the pavement edge to the
highwater mark in the ditch should be

sufficient to allow free and rapid drainage.
Care must be taken that clay shoulders
slope away from the edge of the pave-
ment. Bog holes and springy places in
the subgrade must be well drained either
by tile lines or by trenches filled with
stones. When springy spots develop
under the roller, the best method of
correction is to remove the soggy material
and refill with dry material, hand tamped
in 6-inch layers. Do not roll the spot again.

Sand is made up of rock particles.
When confined, sand is an excellent
material on which to place a rigid pave-
ment, but care must be taken to prevent
the sand from flowing out from under the
pavement. As water sinks into sand
quickly, only shallow ditches are neces-
sary. Sand embankments should have
extra wide shoulders and the side slopes
should be as flat as possible. It is
useless to try to roll a sand subgrade.

Loam is a mixture of sand, clay and
organic matter. It occurs in all varia-
tions between clay and sand. For the
heavier loams, the precautions used for
clay subgrades apply, but usually loam
subgrades require no special treatment
except that low and springy sections
must be drained.

The important point is that subgrades
of all types must support the pavement
evenly. There must be no hard ridges or
points on which the pavement would
rest. The path of an old wheelway,
packed hard by many vehicles, may be
adjacent to soil as soft as any in the field.
The entire roadway should be plowed to
a depth of at least 6 inches, then har-
rowed and compacted evenly.

March
VolMII

State Highway No. I, Buchanan County,
Missouri.

Concrete Pavements Chosen for

Longview, Wash., a City

Built to Order

By WESLEY VANDERCOOK
Chief Engineer, The Long-Bell Lumber Co., Longview, Wash.

WHEN in the building of Longview, "the City Practical that Vision Built,"
the time came to decide upon the type of pavement, careful study of the
situation led to the selection of concrete. During 1923, over 155,000 square yards
of concrete streets — the equivalent of approximately nine miles of 30-foot pavement-
were completed.

Visitors to the scene of
the great activity at this
new city remark upon the
wonderful accomplish-
ments in the short time
since actual work was be-
gun. But back of it all was
a definite, carefully pre-
pared plan that has ena-
bled us to carry forward
simultaneously many
kinds of endeavor: the
installation of underground

The plan of Longview, Wash., allotted ample space to business
and residential thoroughfares. Broad streets and boule-
vards, paved with concrete are provided along the
principal lines of traffic.

utilities and concrete
sewers; the building of con-
crete pavements, curbs and

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 3

walks; erection of business
blocks, hotels and homes;
harbor development; con-
struction of one of the
largest sawmills in the
world; the dredging of
drainage canals; flood pre-
vention work; and the
linking of the company's
timber holdings with Long-
view by a 30-mile standard
railroad.

When the Long-Bell
Lumber Company, facing
the rapid depletion of the
forests in the South, decided
to begin extensive opera-
tions in the Pacific Northwest, careful search was made for a suitable location. The
one finally chosen has diverse advantages seldom found concentrated in one spot.

During 1923, more than 155,000 square yards of concrete pave-
ment were placed in Longview. This is Broadway, one of
the streets in the business district

Longview's Exceptional Location

Located but 50 miles from the ocean at the juncture of the Columbia and the
Cowlitz Rivers, it is admirably situated as a port for ocean and river steamers.
Across the Cowlitz is a double track railway used jointly by three great railways,
with Portland only 50 miles away and Seattle but 133 miles distant. Both the
Pacific Highway and the Columbia River Highway are easily accessible. An exten-
sive, fertile meadowland bounded by low ridges lies between the two rivers, and here
it is that Longview is being built. The Company's timber holdings are located but
15 miles to the north.

Because of the site's manifest advantages, it was decided to build for the future

as well as for the present.
R. A. Long, founder of The
Long -Bell Company and
now chairman of its board
of directors, explained the
situation in this way:

"We concluded it was
our duty, and such was
our desire, to provide for
a town that would be a
desirable place in which
many thousands of persons
might live and do business.
We have planned here for

Parks will provide ample spaces of open lawn for recreation. a city that within the next

March, 1924

CONCRETE HIGHWAY MAGAZINE

Small wooden bins, built upon gondolas, were placed over a

track paralleling the stock piles. Trucks drove alongside

to receive measured batches of aggregates.

five years should have a
population of 25,000 and
within the next ten years
50,000 or more."

When complete, the
operations of The Long-
Bell Company alone are
estimated to support a
total population of 15,000,
and the varied industries
that will doubtless take
advantage of the oppor-
tunities offered will even-
tually provide for a even
greater number.

Immediately upon

reaching a decision as to the site and scope of the undertaking, the officials of the
company sought the help of men who had gained notable success in the field of city
planning. These experts were the late George E. Kessler, landscape architect, who
laid out the Kansas City park and boulevard system; J. C. Nichols, president of the
company that developed the Country Club residential district in Kansas City; and
S. Herbert Hare, of the firm of Hare and Hare, who was in direct charge of the
actual planning and platting of Longview.

Broad Streets Laid Out

Through the advice of these men, ample space has been allotted to streets. Broad
thoroughfares and boulevards, one hundred feet or more in width, are provided
along all the principal natural lines of traffic. Two wide boulevards cross the city
diagonally in the form of an X, intersecting at a six-acre park around which space
has been set aside for the various public and municipal buildings of the city. Just
• m . ' Jtliliiiiii'^ja. to the east lies the business

district.

The entire layout, bus-
iness and residential, has
been carefully zoned, so
that property investments

t tfr ^f^^.4 ' * wil1 be stabilized- Further,

P fc-j Jil '.!• -Al the block lengths and

street widths vary in the
different sections — short
blocks and wide thorough-
fares in the downtown dis-
trict, giving a high per-
centage of property in

Trucks carrying wooden batch boxes transport the proportioned Streets, while in the resi-
batches for the Longview, Wash., pavement work from the , ,. , ^. ,, ,

bins to the mixer. dential areas the blocks

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 3

will be long and the streets no wider than adequate provision for the future dictates.
A large park of one hundred acres is being developed in the shape of a long area
from 500 to 800 feet wide. Two boulevards border this park, which will contain
attractive waterways and ample spaces of open lawn for recreation. Several tracts
have been allotted for playground use.

Paved Highways

Longview is well served by paved trunk highways as well as by rail and water,
and frequent bus service is maintained to Portland, Oregon and Olympia, Tacoma
and Seattle, Washington, over the concrete-paved Pacific Highway. This famous
route is now paved for its entire distance from Vancouver, B. C. to the California
line, and with the exception of about 150 miles in that state, clear on through to old
Mexico. Across the Columbia, reached by a modern ferry, is the Columbia River
Highway. Branching off
from the Pacific Highway
at Kelso, just over the

Cowlitz from Longview, mmy^

is the Ocean Beach High-
way, which eventually
will be put through to the
Pacific Ocean with its
fine beaches, and will
continue up the coast and
then back to the Pacific
Highway in the form of a
huge loop. Last year the
state paved one mile on
this route in Longview,
using its standard 20-foot
concrete slab.

Street construction

was actively begun in the spring of 1923. Realizing that nothing was more
essential than paved thoroughfares to the speed and efficiency of the other work, or
to the satisfaction of those already living at Longview, The Longview Company, a
subsidiary organized to build the new city, prepared plans and awarded the first
contracts in March.

Miles of Wide Pavements

Eight month's later, the year's paving program of over 155,000 square yards of
concrete pavement, verying in thickness from six to eight inches according to the
traffic expected, had been practically completed. Two-thirds of this yardage consists
of pavements 50 and 60 feet wide, while the remainder is made up of residential
streets chiefly 36, 30 and 24 feet in width.

In connection with the street improvements, concrete sidewalks totalling 734,000
square feet in area were laid by contract and by force account. This included a
large amount of one-course walk, mixed 1:2:3. About 23 miles of separate curb and
combined curb and gutter were constructed. In addition to these permanent im-

One of the motor buses which provide local transportation,
stopping at the hotel Monticello opposite Jefferson Square.

o
u

Q
<

w
o

Q
<

<
&
w

en CM

fsj

o3
O

o *c

S 8 •£

ON
sO"

TOTAL C

March, 1924

CONCRETE HIGHWAY MAGAZINE

provements, 24 miles of streets were graveled, and more were graded.

Sanitary sewers totalling 22 miles in length were built, in addition to eight miles
of storm sewers. All of these sewers were made of concrete pipe, manufactured at
Longview. A large concrete brick factory was also operated at capacity to supply
material for many of the important structures being erected.

Aggregate Bins on Track

A novel feature of the street construction was the arrangement for handling
aggregates from cars to the batch-boxes hauled by trucks to the mixer. Small
wooden bins were built upon two gondolas belonging to the company's railroad,
one for sand and one for pebbles. Cars of aggregates were brought in on a track
paralleling that on which these bins were placed, and were unloaded by two locomotive
cranes into long stock piles between the tracks, or directly into the bins. One crane
was on each track, and could therefore move either the bins or the railway cars as
needed. Trucks carrying the wooden batch-boxes were driven up alongside the
bins for loading. Standard methods of mixing and finishing were employed, with
the finishing board used for the final finish. Curing was done by ponding. The
pavements were constructed in strips not over 20 feet in width.

An interesting feature of this model city that is dependent upon paved streets is
the transportation planned. Since last summer a fleet of commodious motor buses
each holding 18 persons has been operating on schedule over regular routes, and this
service will be extended as needed.

Longview has long since passed the planning stage, and much of it is already an
accomplished fact. But no matter how rapidly it grows in the future, it will grow
in adherence to a well-rounded plan laid out at the start, and so take its place as
an outstanding example of practical city planning.

Small Tax Builds Vermilion County's
Paved Road System

By P. C. McARDLE

Formerly Superintending

Engineer, Vermilion

County Bond Issue Roads

Danville, 111.

IN 1913, when a little
group of public spirited
far-sighted men in Ver-
milion County, 111., for-
mulated a plan for build-
ing a comprehensive
county system of hard
surfaced highways, the

The Danville- Georgetown Road, a heavy traffic concrete- paved
highway in Vermilion County.

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 3

start was made which has given Vermilion County the distinction of being the veteran
community to undertake the financing of a paved highway system under the bond
issue plan. Today, the roads are built and in use. Almost half of their cost has
already been paid into the county treasury and Vermilion County is in a position to
say authoritatively that the building of paved highways, financed by a bond issue, is
good business. The plan of procedure was so carefully worked out that the record
of its actual accomplishment is much like taking the original figures and tables used
in explaining the proposition to the voters and checking them off as yoar after year
demonstrates the thoroughness of the calculations.

The first allotment of state aid money
made in Illinois in 1913, for the ensuing
two-year period gave Vermilion County
$61,000. At then existing prices, this
would build about 5 miles of improved
highway. As there were 311 miles of
state aid roads in the county, it was easily
seen that unless the allotments were
materially increased, few people would
live to see all the important roads im-
proved. Hence the need for the bond
issue.

Under this method of financing the
immediate construction of paved high-
ways, bonds to the amount of $1,500,000
bearing interest at 4 per cent, were auth-
orized by the voters of the county in
November, 1914.- The amounts of these
bonds — principal and interest — were
divided into 20 installments, as shown by
Table No. 3, one installment to be paid
off each year. One-third of the bonds
were dated June 1, 1915, one- third June
1, 1916 and one-third June 1, 1917.

With the funds provided by the sale of these bonds, state refunds and appro-
priations made from annual tax levies, Vermilion County built 166.15 miles of
paved road. Most of this mileage is of concrete, 10 feet wide with 3-foot macadam

CHART SHOWING

TAX RATE. PER^ 100 VALUATION

VERMILION COUMTYJLL.

FOR I9ZZ.

Based on assessed
valuation of '/z. of

actual valuation.

^.00

Pi»*r

Sch

00 1

TaA

2.75

S.oo

High School

\.ZZ

4-.00

~ 5 1

; .^

I g

Disfnct-

3.oo

School To«

ft jj *

1.40

'I! HS

1 f _

££|jfcg-

^.oo

1 » -?

" -.; Road Ac

T~p

Vlix'ss

^^o_

1.00

Coc,nH Ta,.fcfe

+yTax.G6

Kcnd IMC Hoai T<u.ZO

Sta+t Tan .4 5

Sta*-

r Tax. 4 5

FOR FARM IN FOR PROP

E.RTV IN

SIDCLL. TOWNSHIP CiTY OF D/SNVILLE

TABLE No. 1.— Tax Rate in Vermilion County for each $100 of Assessed
Valuation.

1913 1914 1915 1916 1917 1918 1919* 1920 1921 1922 1923

COUNTY TAX—

For Bond Issue Roads. $ 26 .31 .35 .21 .20 .20 .20 .20

For Other Purposes... $ .73 .48 .73 .60 .74 .69 .48 .55 .45 .46 .43

Total County Tax.... $ .73 .48 .73 .861.051.04 .69 .75 .65 .66 .63

STATE TAX $.70 .48 .55 .80 .90 .75 .40 .40 .45 .45 .50

Assessed Valuation changed from % to }4 of actual value during 1919.

March, 1924

CONCRETE HIGHWAY MAGAZINE

ROAD MAP OF

VERMILION COUNTY, ILLINOIS

SHOWING COUNTY 50ND ISSUE ROADS

shoulders on each side. The balance was

of another type of pavement. The total

cost of these roads, including engineering

and supervision was $2,246,495.65. (See

Table No. 4). At the time the road con-
tracts were awarded, the cost for the

166.15 miles came within the $1,500,000

provided by the bond issue, but due to

war conditions, the final cost was

$2,246,495.65, as shown.

Of this amount, $1,500,000, less a

small discount on the sale of the bonds,

was provided by the bond issue,

$362,088.72 was money refunded by the

state for expenditures on state bond roads

and state aid roads and the balance was

supplied from current county funds. As

all of the highways are on the State Aid

System, all maintenance charges are

borne by the state, the county's only ex-
pense being their construction.

Later refunds of state and federal aid

moneys enabled the county to extend

its paved road mileage until at the end

of 1923, Vermilion County had a total

of 226 miles of hard surfaced roads. Of this mileage, 201 miles were built with

bond issue and refund moneys and 25 miles were built with state funds. Seven-
eighths of the mileage
of improved roads is
of durable concrete.
A separate engineering
organization, of which
the writer was Sup-
erintending Engineer,
was established to
handle the construc-
tion of the bond issue
roads. Funds used to
retire the road bonds
were derived from a
special levy which was
included in the reg-
ular county tax. The
tax for each $100 of
assessed valuation

TABLE No. 2.— Total Tax Rate in VERMILION
COUNTY per $100 Valuation of City Property in
Danville and Farm Property in Sidell Township.

City of Farm in Sidell
1922 Taxes for Danville Township

State Tax $ .45

County Tax* .66

Township Tax

Tvvp. Road and Bridge Tax

Hard Road Tax for twp. roads**

City Tax

High School Tax

District School Tax

Total

Per Cent of Total Tax for Bond
Issue Roads . . .

.07

.63

.07

2.18

2'.75

$6.81

2.9

$ .45
.66
.18
.50
.32

1.22
1.40

$4.73
4.2

"The County Road Bond Issue Tax is included in the County Tax levy.

**This tax is not for the County Road Bond Issue but is for surfaced roads

built by the Township to supplement the county highway system.

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 3

TABLE No. 3.— Annual Tax Rate per $100 of Assessed Valuation to retire
Road Bond Issue and the Approximate Annual Cost of the Highways per
Acre.

(1) (2) (3) (4) (5) (6)

1 1916 $ 95,000.. $0.26.. $0.08

2 1917 112,000.. 0.31.. 0.095

3 1918 129,000.. 0.35.. 0.11

4 1919 126,000 $0.21.. $0.105

5 1920 123,000 0.20.. 0.10

6 1921 120,000 0.20.. 0.10

7 1922 117,000 0.20.. 0.10

8 1923 114,000 $0.20.. $0.10

9 1924 111,000 0.19.. 0.09

10 1925 108,000 0.18.. 0.085

11 1926 105,000 0.18.. 0.085

12 1927 102,000 0.17.. 0.08

13 1928 99,000 0.17 . . 0.08

14 1929 96,000 0.17.. 0.08

15 1930 93,000 0.16.. 0.075

16 1931 90,000 0.16.. 0.075

17 1932 87,000 0.15.. 0.07

18 1933 84,000 0.15.. 0.07

19 1934 81,000 0.14.. 0.065

20 1935 78,000 0.14.. 0.065

EXPLANATION OF COLUMN HEADS

(1) 1913 Assessed valuation— Farm lands . . .$17,007,525

(M of actual Value) Town and Citv lots 7,492,334

Personal property 6,517,594

Railroads 5,355,252

Total $36,372,795

(2) Assessed valuafon of farm lands (1913) -. $17,007,525

Number of acres 555,515

Average assessed valuation per acre $30.60

(3) 1919 Assessed valuation— Farm lands $27,675.355

(1A of actual value) Town and City lots 12,391,370

Personal property 1 1,527,425

Railroads 8,411,412

Total $61,005,612

(4) Assessed valuation of farm lands (1919) $27,675,355

Numbers of acres 555,735

Average assessed valuation per acre $49.84

(5) 1923 Assessed valuation— Farm lands $26,521.060

(Vi of actual value) Town and City lots 12,866,185

Personal property 10,220,615

Railroads 8,687,245

Total $58,305,105

(6) Assessed valuation of farm lands (1923) $26,521,060

Number of acres 555,361

Average assessed valuation of acre $47.76

March, 1924

CONCRETE HIGHWAY MAGAZINE

ranged from 26 cents in 1916 to 35 cents in 1918. The following year a revaluation
was made and the assessed valuation was changed from K to Y^ of the actual value.
The rate for each $100 of the new valuation dropped to 21 cents in 1919 and to 20
cents for each successive year to 1923. (See Table No. 1 and 3). Future rates will be
slightly lower as the amount due is reduced by $3,000 each year. Reduced to a farm
acreage basis, the tax for the bond issue roads ranges from a maximum of 11 cents
per acre per year to an estimated rate of 6J^ cents per acre per year during 1935,
the year in which the last payment will be made.

For a man owning property in the city of Danville, the proportion of his 1922
tax used to retire the road bonds was only 2.9 per cent of his entire city, county and
state tax. A farmer living in School District 194 in Sidell Township paid 4.2
per cent of his total tax during 1922 toward the bond issue roads. With the tax
per acre of farm land at 10 cents during 1922, the farmer with 200 acres of land paid
only $20.00 toward defraying the expense of paved road construction — a small
amount compared to the savings these roads make possible. So imperceptible is the
bond issue tax that many property owners even as late as 1922, asked the county
officials when they would begin paying for the paved roads. They were then paying
their seventh installment and didn't realize it!

Demonstrating their further willingness to be assessed for improved highway
construction, fourteen of the eighteen townships in the county voted additional
bonds to build improved highway systems within their boundaries. These are
mostly of macadam and are located so as to supplement the county's concrete high-
way system. Loans aggregating nearly $860,000 have been provided for this purpose
since the county highway bonds were voted.

TABLE No. 4.— Cost

of Vermilion County

Bond Issue Roads

COST

Division Length
No. in Miles

Engineering and
Supervision

Materials and
Construction

Total

1 19.92

$16,464.20

$218,800.30

$235,264.50

2 20.01

17,441.45

232,270.07

249,711.52

3 18.03

15,491.47

256,343.93

271,835.40

4 13.17

9,405.91

127,238.38

136,644.29

5 18.53

15,917.70

234,497.45

250,415.15

6 17.00

15,786.90

233,367.06

249,153.96

7 18.55

15,189.79

252,231.56

267,421.35

8 19.77

16,905.23

192,476.20

209,381.43

9 21.17

20,094.71

315,194.41

335,289.12

South Georgetown

Bridge

19,422.51

Clutter Relocation

3,475.72

East Georgetown

Bridge .

18 480 70

Totals 166 15

$142 697 36

$2 103 798 29

$2 246 495 65

Per cent of Totals

100

Average Cost per Mile

$858.90

$12,662.04

$13,520.94

A replaced CBC. The *

Replacing
Concrete

•a- »sss

MAGAZINE

. This makes con-

foreign - tents of back num-

Coun tries. .$1.50 WTTT TVAATDr>u mo^ TVT^ ? bers immediately

Vol» VI11 _ MARCH, 1924 _ No. 3 avaiiable and read-

Notify the Edi- = ers will for that

tor at once of Published Monthly by reason find it de-

change of address IVTOTT AXTT^ r>t?iv /rcKTT- A oor^T AT-T^VT sirable to maintain

and of non-de- PORTLAND CEMENT ASSOCIATION a permanent file of

Hvery. in WEST WASHINGTON STREET - CHICAGO, ILL. current issues.

Concrete for Permanence

Motor Vehicles plus Highways

THE universal need for highway transportation continues to reflect itself in the
growth of motor vehicle registration and in the extension of paved highway
mileage. The reason for the continued demand for highway construction is found
in the fact that the year 1923 showed an increase of nearly 3,000,000 in motor vehicle
registration over 1922.

These two factors in highway transportation development go hand in hand.
Highway expenditures have not kept pace with the demands made upon them
by the increased motor traffic. While motor vehicle registration has increased more
than 2500 per cent in 12 years, highway expenditures for the same period have in-
creased only a little over 500 per cent. The motor vehicle has always been several
jumps ahead of the highway.

An interesting illustration of the stimulating effect of motor travel and motor
vehicle registration on highway development is supplied in the present concerted
demand for highway improvement in the South, where the average gain in motor
vehicle registration during 1923 was approximetely 30 per cent. Registration in
Alabama, Arkansas, Florida, Louisiana, South Carolina and Mississippi were well
above this figure, while Tennessee and Kentucky both showed an increase of a little
above 28 per cent.

In all these states the problem of providing adequate highway surfaces for the
operation of the increasing numbers of motor vehicles has concentrated attention
on legislation looking toward this end. Plans for financing highway development
are under way in all these states and the next few years will see the South climbing
out of the mud onto the hard surfaced highway to greater prosperity.

Kentucky and Tennessee recognize that they are barriers to uninterrupted north
and south travel. They have seen the tide of motor tourists swerve away to the
east and west rather than negotiate the highways along the direct route. Both
states are now actively engaged in working out plans for highway improvement on
a large scale. Here again the motor vehicle with its direct influence on business and
prosperity literally paves the way to better conditions.

With a motor car to every seven persons in the United States, it is only natural
that the public should be alive to the need for road building. The tremendous
investment in the Nation's biggest business — the motor vehicle industry — can only
be made profitable by building improved roads so that the 15,000,000 owners of
motor vehicles may realize full value from their investment.

March, 1924 CONCRETE HIGHWAY MAGAZINE 63

Taxation for Highways

OCCASIONALLY, through the insistant demand for more and better highways,
is heard the cry of "over-taxation" and the suggestion that a curtailment of
highway improvement would bring relief from the burden of over-taxation. With
this suggestion in mind, a study of the article on Page 55 of this issue of the CONCRETE
HIGHWAY MAGAZINE will prove illuminating. Like the taxpayer in Vermilion
County, the inquirer will, without a doubt, conclude that the building of improved
highways is good business and that the cessation of highway construction will reduce
taxation very little. The other side of the picture is the ever increasing investment
in motor vehicles requiring good highways.

The account of Vermilion County's experience is taken from the tax records of
the county. It represents the actual cost of the county's highway system to the
taxpayer. This county, the pioneer in the financing of a highway system under
the bond issue plan, has proven the practical value and the financial soundness of
that plan. Not only are its taxpayers in hearty accord with the county's program,
but they have subsequently bonded themselves for additional sums totalling $860,000
for township highway improvement.

At a maximum cost of 1 1 cents per acre per year the farmers of Vermilion County
have acquired a transportation asset which earns many times that amount. One
farmer-banker, who controls 3500 acres of farm land in the county, made the state-
ment that he would gladly pay a dollar per acre per year for the transportation
services the new highways provide. Taxpayers are unanimous in their unreserved
endorsement of the county's venture.

Such unqualified approval in one community augurs well for the success of the
plan in other communities. Judgment is based on experience in Vermilion County
for the highways are already more than half paid for. The bond issue permitted
construction at once and users of the highways are paying for them out of the divi-
dends they earn.

Capital borrowed for permanent highway inprovement opens the way to divert
highway expenditures from channels of loss to sources of profit. Bad roads cause
enormous losses. Paved roads accumulate large savings. Capital effects the
change from the former to the latter. Expenditures for paved highways, therefore,
are justified in the economies effected and in the enlarged business the community
will be able to transact.

"DORTLAND cement is now 100 years old. It was invented in 1824 by an
* English mason, who called it "portland" cement because of its resem-
blance, when hardened, to an English building stone quarried on the Isle of
Portland. The first American plants for its manufacture were established 48
years later. Today the United States produces more portland cement than
all the rest of the world combined.

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 3

Eastern Montana City Modernizes
Streets with Concrete Pavement

By R. H. WILLCOMB
Resident Engineer, Montana State Highway Commission, Helena, Montana

Difficult subsoil conditions, in Glendive, Montana, necessitated
a rigid pavement placed on a carefully prepared subgrade.

LENDIVE, a Montana city of 4000 population, situated on the banks of the
VJT Yellowstone River in the eastern part of the state, is successfully surmounting
some very real difficulties in her rapid development into a strictly modern city.

This is particularly true
of her paving program
which was initiated in
the summer of 1923 after
several years of investi-
gation and study.

The first step towards
the realization of her
dreams for clean, paved
streets in place of mud
and dust was taken when
contract was awarded to
McGuire and Blakeslee,
contractors, for the con-
struction of concretepave-
ments to cover about a

mile of the city's principal business streets. About half of this work was financed
with the assistance of federal aid and this portion of the work was performed under
the supervision of the Montana State Highway Commission. The other half of the
work was built under the immediate supervision of the City Engineer, R. T. Hurde,
using the standard state
specifications.

Two major problems
confronted the contrac-
tors and engineers on this
project: (1) the prepara-
tion of the subgrade and
(2) the production of
suitable concrete aggre-
gate. The city had previ-
ously completed an exten-
sive storm sewer system
which eliminated, to a
large extent, the ques-

. / Modern equipment and methods were used to lay the pavement

tlOn of surface drainage in District 121, Glendive, Montana.

March, 1924

CONCRETE HIGHWAY MAGAZINE

Ponding was used in Glendive, Montana,

whose pavement was built under careful

supervision using the standard state

specifications.

and played an important part in the
pavement subgrade problem. Immense
bars of sand and gravel were found in the
Yellowstone River and these provided an
unlimited supply of concrete aggregate
materials but required careful washing
and regrading to render them suitable
for use.

The soil underlying the city is com-
posed of stratified river sediments of un-
known depth, having properties, when
soaked with water, not unlike those
possessed by gumbo and quicksand com-
bined. During the wet seasons of the
year considerable moisture percolates
more or less continuously from the near-
by hills and is retained tenaciously by
the subsoil in certain parts of the city.
The effect of this condition is aggravated
at times by sharp showers producing

rapid runoffs and causing the accumulation of water upon the flat bench sup-
porting the city. Easy and rapid drainage was therefore of prime importance.
This was supplied for the business section by the pavement and the storm sewers.
The subsoil conditions suggested a rigid pavement placed on a carefully prepared
foundation. A portion of the area to be paved was found to be relatively dry and
in such places the old gravel surfacing was scarified and rolled to uniform compactness

and used without further treatment for
the pavement foundation. Wherever it
was found necessary, a varying depth of
the subgrade was removed and back-filled
with from 4 to more than 12 inches of
gravel. This gravel backfill was rolled
to refusal, continuing the backfilling un-
til the subgrade was thoroughly com-
pacted to true contour. This type of
foundation proved to be especially satis-
factory, remaining firm under the paving
machine, being notably clean and ab-
sorbing no appreciable amount of mortar
from the concrete.

The material found in the river bars
was largely siliceous, and after washing
and regrading to comply with the spe-
cifications, was satisfactory for use in
The old curbs of Glendive, Montana, were concrete. The gravel was consistently too

discarded and new curbs, integral with ,- i ^i i_

the pavement, were constructed. fine to make the best coarse aggregate

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 3

for pavement concrete. This difficulty was overcome by carefully selecting the
material from the river deposit, by introducing crushed oversize secured from
other sources and by scalping out any excess of small pebbles as indicated by daily
screening tests.

The oversize material used for crushing was obtained in part from the rejected
oversize of local road surfacing gravel pits. A larger part was secured from the river
bars by blading into windrows the stones which occurred scattered through the gravel.
Light scarifying would bring these stones to the top where they were easily caught
by the blade. They were then forked into wagons and hauled to the plant. Enough
of this material was mixed with the coarse aggregate to build up the required propor-
tion of coarser particles. Finally, a portion of the pebbles passing a one-inch screen
was removed and the specified grading secured.

Like many rapidly growing cities of the West, Glendive found that the sidewalks
conformed to no consistent grades and that much of the curb bordering the paving
improvement was in poor condition. The city therefore adopted the wise policy of
discarding all old curbs and constructing new curbs integral with the pavement.

Situated at the junction of the "Red" and "Green" Trails, important highways
entering Montana from the Dakotas, Glendive constitutes for many tourists the
"Gateway City" to Montana. Thus, in so far as first impressions contribute to the
fixing of permanent opinions in the minds of automobile travellers, Glendive repre-
sents to many people the spirit of Montana. The attractive concrete pavements,
which are to be extended during the coming construction season, demonstrate in a
practical manner Glendive's sincere welcome to the motorist.

How Concrete is Placed in Milwaukee
Street Car Track Areas

SEVERAL years of
experience with con-
crete paving has con-
vinced officials of The
Milwaukee Electric Rail-
way and Light Company
that concrete is the most
suitable material for track
zone pavement. On city
streets in general, the
center of the street carries
the brunt of the motor
traffic in addition to the
cars of the traction com-
pany. The track area,
therefore, must be des-

In Milwaukee the concrete paved track area carries horse drawn

and motor traffic comfortably and provides a serviceable

foundation for the street car track structure.

March, 1924

CONCRETE HIGHWAY MAGAZINE

A blanket ordinance, recently approved by the city of Milwaukee

permits the placing of concrete pavement in the track

zones on all the lines of the T. M. E. R. & L. Co.

igned to carry motor and horse drawn traffic comfortably and 'economically and
must provide a serviceable track foundation. As a result of its experience, the T.
M. E. R. & L. Co. has adopted concrete as the standard paving material, except
where municipal requirements precluded. A blanket ordinance, recently approved
by the city permits the T. M. E. R. & L. Co. to place concrete pavement in the
track zones on all of the Company's lines, thus obviating the necessity of securing
a special permit for each section being reconstructed.

Since 1919, when this
company laid its first con-
crete track zone pave-
ment, each year has seen
an increase in the mileage
of this type. During 1923,
approximately 46,650
square yards were built.
This yardage constitutes
about 70 per cent of the
year's work. At the end
of 1923, a total of about
28 Yi miles of concrete
track zone pavement had
been laid; this is equiva-
lent to 18 per cent of all
the track zone pavement laid in Milwaukee to date.

Where old tracks are being reconstructed, work is divided into 1,000-foot
lengths so that traffic may be maintained on temporary tracks. It is possible, us-
ually, to bar vehicular traffic from the street and street car operation is maintained
on a single temporary track placed on one side of the street. The old rails are torn
up by placing jacks at close intervals. The concrete base of the old pavement is
broken up by an air pile driver hung at the end of a locomotive crane. After the
broken concrete and dirt are hauled away, the subgrade is rolled with a steam roller;
and 8 inches of heavy crushed stone ballast is spread and compacted by rolling.

The standard track construction of T. M. E. R. & L. Co. includes 7-inch 102-lb.
Tee rail, laid on 6 by 8 by 7-inch long leaf yellow pine ties, with tie plates, screw
plates and tie rods spaced 6 feet apart. This track structure is assembled on the
compacted macadam ballast which is then filled in to about 3 inches above the
bottom of the ties. The joints between rails are then thermit welded. Open joints
are left about every 300 feet to be welded after the pavement is placed.

All of the work is done by the company's own forces. Concrete pavement is
of 1 : 2 : 33^ mix, of graded, washed pebbles and washed sand aggregates, and is
laid by a special gang. This gang, which consists of 23 men, places an average of
500 square yards of pavement in the regular course of a day's work. Aggregate
materials are first dumped along side of the street from the company's differential
dump cars. Cement is delivered in trucks. The sand and stone are loaded by
means of Barber-Greene bucket loaders with measuring hoppers. The company
uses a Rex 21-E electric motor driven concrete mixer mounted on rubber tired

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 3

wheels, and equipped with loading scoop and delivery bucket operating on a swinging
boom.

Materials are delivered from the loaders to the mixer by three tructractors, the
the procedure being for the tructractor first to secure a preportioned amount of stone
from the loader, then a charge of cement, and last the sand from the hopper of the
sand loader. All quantities of materials are carefully estimated and distributed
accordingly.

At present the striking off and finishing of the concrete is done by hand, but the
company is preparing designs for a tamping machine which will finish the track zone
for its entire width. A good riding surface is secured, however, by the hand-finishing
method.

The oldest concrete car track paving has been in service four years, and it is
expected that the life will be equal, if not greater, than that of other types of pave-
ment. While maintenance records cover a period of only four years, hardly long
enought to justify a comparison of maintenance costs, experience to date indicates
that this comparison will be favorable.

Concrete Monuments Mark Bounds on
West Virginia Highways

/'"CONCRETE monuments, used to mark the bounds of

V-x highway contracts on highways improved by the West

Virginia Highway Commission has been developed for use

in Division No. 5 by B. E. Gray, Division Engineer for the

Commission. The monuments are triangular precast posts,

5% feet long and 10 inches along each side of the triangle.

The edges are beveled and tops are pyramid shaped. A 1 : 2 : 4

concrete mixture is used, reinforced by three M— inch rods at

each corner. The lettering of the markers is made by project-
ing letters fastened to the forms. Letters are 3 inches high and

% inch deep.

All contracts awarded in Division No. 5 include the making and the placing of

these monuments at designated places. It has been the practice to set one of the

monuments at the beginning and end of
each project and also at each mile. The
number of bounds placed is to be in-
creased in order more effectively to pre-
serve right-of-way limits. In recording
the right-of-way descriptions filed with
the County Court after completion of
the project, reference is made to the
highway bounds so that by starting at
any one of them, the limits of the right-
of-way can easily be determined.

March, 1924

CONCRETE HIGHWAY MAGAZINE

Concrete Highways of Keystone State
Give Access to Large Forest Area

In the heart of the Alleygany State Park.

IN Northwestern Penn-
sylvania lies a great
forest covered mountain
area surrounded on all
sides by fertile farm lands
prosperous cities and
busy industrial centers.
Here, in the Allegheny
Plateau, are the largest re-
maining stands of white
pine and hemlock east of
the Mississippi River — a
remnant of the vast forest
from which Pennsylvania
-"Penn's Woods"— re-
ceived its name. Encir-
cling this area are mile after mile of concrete highways connecting the cities in the
valleys. Other highways send concrete paved spurs to the very edge of the forest
where they join with roads which penetrate the rugged, pine clad hills.

Two forest areas — one of 104,000 acres, the other of 8,200 acres — not only preserve
the fine stands of virgin timber but provide a place of recreation for sportsmen,
nature lovers and vacationists. Their easy access from all directions over paved
highways make them available to the people in the cities of western Pennsylvania

and New York.

The larger of these
tracts is the Allegheny
National Forest. It is the
first forest under federal
control to be established
in Pennsylvania. Unlike
the national forests which
were created out of pub-
lic domain, the Allegheny
National Forest is built
up entirely of lands
purchased from private
owners. There are now
104,000 acres under pur-
chase agreement but the
total purchase area inc-
luded 1,000,000 acres. The

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 3

The Allegheny Highway, a concrete pavement, leads to the very

edge of the largest remaining stand of white pine and

hemlock east of the Mississippi River.

Proclamation creating the
Allegheny National Fores t
was signed by President
Coolidge on Sept. 24,
1923. A little to the
south of the Allegheny
Forest lies the smaller
forest area, known as
Cook Forest, situated at
the meeting point of
Clarion, Jefferson and
Forest Counties. A
group of men, known as
the Cook Forest Associa-
tion are endeavoring to
save this timber area
from destruction and
preserve it for all time as recreation area. The Allegheny Highway Association, be-
sides working for the establishment of the forest areas as national reserves, is interested
in the improvement of a highway, to be known as the Allegheny Way, which will
skirt the edges of the forest areas and will make this region accessible to a greater
extent for motorists. The Allegheny Way will connect with the Pittsburgh -Franklin
Highway at Franklin, Pa., and continue north easterly along the western edges
of the Allegheny National Forest and the Alleygany State Park to Salamanca, N.
Y., where it will connect with the improved highways in western New York State.
The highways serving this area lead the motorist into a territory rich in Indian tradi-
tion and history. These hills once echoed with the impassioned utterances of Indian
warriors. The Senecas lived along the upper reaches of the Allegheny River in
Northern Pennsylvania and in Southern New York, while farther south were the
hunting grounds of the Alleghans. Today the Indian Reservations extending from

. Kinzua, Pa. to Salamanca,

N. Y., have a combined
population of 5,000 In-
dians who live in tribal
seclusion among the hills,
still carrying on their in-
dustries of basket and
rug weaving.

One of the oldest In-
dian tribes in the United
States of which there is
a distinct tradition was
known as Alleghans.
This tribe had the seat of
its power in the Ohio

Through rugged hills once held by Indians the concrete Alle- \r i i T> u

gheny Highway twists and climbs. Valley. Ihey

March, 1924

CONCRETE HIGHWAY MAGAZINE

appear originally to have
borne the name of Alii or
Alleg. By adding "hany"
or "Ghany" — meaning
river — the name Alle-
gheny River or River of
the Alleghanys was
formed. Originally this
name was applied to the
entire river (part of which
is now called the Ohio),
from its confluence with
the Mississippi to its
origin in the Allegheny
Mountains of Pennsyl-
vania and New York.

Into this region, replete with Indian traditions, filled with game and traversed
by crystal mountain streams, the motorist may drive quickly and comfortably over
modern highways. Within a few hour's drive from the cities on every side of the
mountains is the primeval forest. Progress in highway construction and motor
vehicle transportation have brought the forest within motoring distance and fore-
sighted planning has preserved this sylvan mountain retreat for the use of nature
lovers and sportsmen forever.

Delightful woodland paths meet the mororist at the Allegheny
Highway.

Early Thoughts on Road Building

"T HAVE thought that the small stones, which constitute the gravel chosen for
J- our roads, could not be reduced to dust as soon as they now are, by the heavy
carriages, if they were firmly bedded in a small quantity of coarse and good cal-
careous cement, so that the bodies which roll over them should rather compress
them, than grind them against each other as they do at present. And as the
frequent failures of pavement are manifestly owing to the infirmness of the ground
and the looseness of the stones, I have imagined that a solid bed of cementitious
work, in the manner of the Romans, and the setting of the paving stones in good
mortar, would ultimately lessen rather than enhance the expense. I offer these
conjectures in the hope, that nobody will presume to decide on the subject, who
does not know the difference between the common mortar, and the best that can
be made of lime and sand; and that some public-spirited man will make the expe-
riment, where lime is cheap and the expense of pavement or of gravel is considerable.
If the expense should be found too great for any public works of this kind, the
same measures may nevertheless be tried in private areas and walks, in which
the neatness, duration, and prevention of vegetation, may compensate for the
extraordinary price."

From "Experiments and Observations on Calcareous Cements,"
by Bry Higgins, M. D., London, 1780.

Big Four Bridge ot*r Miami Riv^r at Sidnev, Ohio. 780 feet
long. Job includes 16 Concrete Structures. 28,000 cubic yards
of Concrete. Insert shows slump test being made on the job.

Right on the Job!

Big Four Railway Engineers have added another important
page to the history of modern Concrete construction.

On the job, shown above, they first determined the
strength of Concrete required for various parts of the work.

Then field methods, based on laboratory principles, were
used to secure the strengths determined.

The methods applied to control quality included grading of
aggregates by means of sieve analysis, determination of pro-
portions by means of fineness modulus, the slump test for
consistency, and testing of specimens at regular intervals.

The results of the field tests proved that predetermined
strengths were being consistently obtained.

This is only one of many examples of uniformly high qual-
ity Concrete assured through practical tests and methods of
control — right on the job.

The work at Sidney was done by the Walah Construction Co. under
the supervision of C. A. Paquette, Chief Engineer, J. B. Hunley, Bridge
Engineer, and E A. Humphries, Resident Engineer, Big Four Railway.

We will gladly send you reprint of an article from Engineering
News-Record, October II, 1923, fully describing this job, and
also any definite information you may want regarding the use of
field methods of control in your own work. Just write to the
nearest office, listed below. There is no obligation.

Boston
Chicago

PORTLAND CEMENT ASSOCIATION

oA National Organization to Improve and Extend the Uses of Concrete

Denver
Dei Moines
Detroit

Indianapolis
Jacksonville
Kansas C.ly

Lot Angeles

Memphis

Milwaukee

New Orleans Pittsburgh Seattle

New York Portland, Oreg. St. Louis

Parkersburg Salt Lake City Vancouver. B. C.

Philadelphia San Francisco Washington. D.C.

DEVOTED TO CONCRETE ROADS, STREETS C* ALLEYS

Virginia Beach Road

Princess Arlne County, Virginia

Concrete Meets Duluth's Varied Requirements . 75
Resurfacing Old Street Pavements With Concrete . 79, 90

Concrete for Permanence

Inspector

SAMPLING AGGREGATES

THE requirements for both fine and
coarse aggregate are usually defin-
ately established by the specifications
and, in a general way, laboratory tests
made before the job is started, deter-
mine the suitability of materials taken
from available sources of supply. But
these precautions do not relieve the in-
spector of responsibility in the matter
of aggregates. It is his duty to see that
the materials as delivered on the job
meet the intent of the specifications.
He must control the quality of the ma-
terials throughout the progress of the job.
To do this, more than a superficial
inspection is needed. It is not enough
merely to take a handful of sand or
pebbles, rub it between your fingers
and then pass judgment. Certain easily
performed field tests will provide a fairly
reliable standard of comparison, and, if
the quality of the material is still in
doubt, a representative sample should
be sent to the laboratory.

It is important that the fine aggre-
gate be well graded in size. An excess
of fine material passing the 100-mesh
sieve gives rise to difficulties. More
mixing water is required; the strength
of the resulting concrete is reduced and
the surface texture of the pavement is
affected. Five per cent should be the
limit for material passing the 100-mesh
sieve. Frequent sieve analyses are nec-
essary to control this important require-
ment in fine aggregate selection.

Field tests of materials ought to be
supplemented by laboratory tests, espe-

cially when the suitability of the ma-
terial is in doubt and when new sources
of supply are tapped. When sampling
materials for laboratory tests, care must
be taken to obtain a representative
sample. The size of the sample will,
of course, depend on the nature of the
material and on the scope of the tests
to be made. Generally a sample of fine
aggregate should contain not less than
50 pounds and a sample of coarse aggre-
gate not less than 100 pounds. The
sample sent to the laboratory should be
taken from a selected sample four times
as great and reduced by quartering, i. e.,
by thoroughly mixing, dividing into
quarters and eliminating diagonal quar-
ters. This operation is repeated until
the sample is reduced to one quarter its
original size.

In sampling the open face of a pit,
the best method is to scoop vertical
troughs at equal intervals along the
face, placing the material taken from
each trough on a canvas and quartering
it down to the desired size.

When samples are taken from loaded
cars it is necessary to do a considerable
amount of digging to obtain a sample
representative of the material in the
car. A good method is to dig a hole
two or three feet deep at several points
in the car and, starting at the bottom
of each hole, drag the point of the shovel
up the side. The samples thus taken
from each hole should then be mixed
and the composite sample quartered
down to the desired size.

HAGAZIN

1924

N24

The Concrete Paved Roosevelt Boulevard,
Philadelphia, as seen through the windshield.

Varied Pavement Requirements at
Duluth Fully Met by Concrete

By JOHN WILSON

City Engineer, Duluth, Minnesota

THE long, narrow city of Duluth, Minn., lies between a high range of bluffs
on the one side and the waterfront which has made it one of the Nation's
greatest ports, on the other. These topographical features, which governed the
direction of expansion of the city, also divided its streets into three fairly distinct
types. Running the length of the city are the through traffic streets; along the
waterfront are the heavily traveled industrial streets and across the city are the
short streets, many parts of which are on steep grades, connecting the residential
sections on the hillsides
with the through traffic
ways.

Various types of pav-
ing materials have been
used in the improvement
of Duluth's streets, but
each succeeding year's
paving program has in-
creased the city's confi-
dence in concrete. Con-
crete has been placed
every year since 1914,

i
types since 1920. The ^^^^^^^•^^•^••^••••fc.-

1923 Construction pro- Two strips of concrete pavement, one on each side of a parking

. strip, add much to the beauty and usefulness of 59th

gram was exclusively Con- Avenue, West, Duluth, Minn.

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 4

Vehicles travel safely over the concrete pave-
ment on the 17.5 per cent grade on 22nd
Avenue, West

Crete. This type of pavement has proved
satisfactory for residential streets, heavy
traffic industrial streets and through
trafficways. It has been used with
signal success on grades as high as
17.43 per cent.

Concrete pavements built previous
to 1923 were 6 inches thick at the edges
and 8 inches thick at the center, of
1 :l}/2:3 concrete. This section has been
changed to a 7^-inch uniform thickness
for all streets except those in the heavy
traffic industrial section for which a
special design has been adopted. It
was also found that with the aggregates
used, a 1:1^:3 concrete did not provide
sufficient mortar to coat properly all
the coarse aggregate and to remedy
this, the standard mix was changed to
l:lH:2/4. In the future, the mix will be 1:2:3, special attention being given to
grading and consistency.

A special design for streets carrying heavy industrial traffic was developed dur-
ing 1923, and contract was awarded for 6,330 square yards of this type of pave-
ment to be placed on Railroad and Commercial Streets located on what was formerly
swamp filled largely with refuse from lumber mills and stock barns. This pavement
is 10 inches thick with double fabricated mat reinforcement weighing 16^ pounds
per square yard, placed 2 inches from the top and bottom of the slab. Both longi-
tudinal and transverse joints are made with 16 gauge, deformed steel plates, held
in place with steel pins placed on 3 foot 4 inch centers. In the transverse joints
the tops of the division plates are placed ^ mcn below the finished surface and the

pavement is finished as
though there were no
joint. In the longitudinal
joint, thetopofthedivision
plate is fitted with a re-
movable cap. After the
concrete is finished the
cap is removed, the edges
rounded and the result-
ing space filled with bitu-
men. This seals the longi-
tudinal joint and at the
same time leaves an even,
black mark along the
, , center of pavement, which

Woodland Avenue, one of Duluth's important arterial streets, .

was paved with concrete in 1914. serves as guide to tramc.

April, 1924

CONCRETE HIGHWAY MAGAZINE

Grand Avenue, one of Duluth's busiest

through traffic streets in the industrial

section, was paved with enduring

concrete in 1921.

Previouspractice in concretepavement
construction in Duluth required the plac-
ing of 3 -inch tile drains 3 feet below the
surface directly under each edge of the
pavement. Because of the severe cold
during the winter, tile drains on new
work will be placed at least 5 feet below
the pavement and will be put outside
the pavement area to keep the subgrade
as uniform as possible. The size of the
tile will also be increased to 4 inches.

On one pavement near, Duluth built
during 1922, where the/ tiles were placed
outside the pavement and 5 feet deep,
thejstreet came through the severe win-
ter without heaving or cracking. Though
some of the older concrete pavements
have been heaved by the frost, they have
always settled back into place, and the
only damage caused by frost action in this region of severe winters was the formation
of transverse cracks. With the new method of placing the tile below the frost line,
it is expected that conditions will be materially improved.

Duluth has some three miles of double track street car lines which are paved
with concrete. Much of this was built by the city in 1918. The street railway
officials were somewhat doubtful at first, as to the probable success of this type
around car tracks. The concrete has given such excellent service that more was
built in 1922, and the railway engineers have expressed themselves as highly pleased
with its economy, durability, and appearance.

Besides serving the immense industrial traffic of the second port in point of
tonnage in the United States, the concrete pavements of Duluth and of St. Louis
County carry an ever in-
creasing tide of pleasure
traffic for Duluth is the
gateway to the wonderful
outing and summer re-
sort region of northern
Minnesota. Faced with
the varied traffic require-
ments in a climate with """"'iSm- BPR5>'***pr"
a wide range of tempera-
ture and under peculiar
physical conditions,
Duluth's 52 miles of con-
crete pavements are
meeting every need.

A portion of Duluth's oldest concrete pavement, built in 1909.
The surface of the old pavement was corrugated.

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 4

Chelan River Gorge Spanned
By Concrete Arch

~|~N June, 1922, a new concrete arch bridge over the picturesque Chelan River
-•-was completed in the mountains of north central Washington. The structure is
230 feet long. It was built under the supervision of the Washington State High-
way Department, at a cost of approximately $23,800. Henry & McFee of Seattle
were the contractors.

April, 1924

CONCRETE HIGHWAY MAGAZINE

Heavy Traffic Streets in Peekskill, N. Y.
Resurfaced with Concrete

The completed pavement. The Village Board of Peekskill is
well pleased with its first experiment in concrete resurfacing.

THE progressive Vill-
age of Peekskill,
N. Y., included in its
street improvement for
1923 an interesting resur-
facing job, in which a
concrete surface was
placed directly on an old
concrete base, replacing
the former surface of
another type. The choice
of concrete was influenced
by its reasonable first
cost, the quality of wear
demonstrated by similar pavements in other cities, and the excellent service given
by the concrete patchwork on the old type of pavement in Peekskill.

Due to the great increase in traffic, the old type of pavement on Water Street
and Central Avenue became so badly worn that resurfacing was the only solution
to the maintenance problem. Set on the precipitous east bank of the Hudson
River, the Village of Peekskill is a live and growing community, with a population

of about 16,000. By reason of its loca-
tion about a cleft in the hills, it serves
as the gateway from the river to the
interior portion of northern Westchester
County, and, therefore, there is a heavier
traffic through its streets than would be
expected for a village of its size.

Water Street and Central Avenue
lead from the river docks up the hill and
through the center of the village, carry-
ing all the heavy trucking that passes to
the interior of the state as well as much
local traffic. These streets were first
paved with another type in 1901. The
traffic was then light, but increased rap-
">"^N?^i^*^ idly, and by 1918 the pavement had de-
* *""* '*""' veloped many holes and worn areas.
Reinforcement mats of ^-inch bars were used The Village Engineer then tried patching

in laying concrete in Central Avenue and , , -, . , , m, .

Water Street. the worst places with concrete. This

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 4

Birdseye view showing method of resurfacing an old concrete
base with 5^ inches of reinforced concrete.

was quite successful, but
other portions of the old
pavement deteriorated so
rapidly under the in-
creasing heavy traffic,
that in 1923 the Board
of Trustees decided to
resurface the entire area
of Water Street and Cen-
tral Avenue.

Bids were received in
May, 1923, to cover this
work and 5,280 square
yards were awarded for
concrete resurfacing.
Work commenced shortly
after the contracts had been awarded. The original pavement was broken up and
removed. After being properly cleaned, the old concrete base, upon which the first
pavement had been laid, formed an excellent foundation for the new concrete sur-
face. The base was thoroughly wet just before placing the new concrete. Mats
of reinforcement were placed on the wet base. These consisted of 2/£-inch steel
bars, spaced 12 inches transversely, and 20 inches longitudinally. A 5-inch thick-
ness of 1:13/6:3 concrete was then placed and by the use of hooks the reinforce-
ment was pulled half way up the thickness of the new top. The aggregate used
was a limestone, grading up to 2^ inches in size and the quality of the concrete was
excellent. Prepared expansion joints, % inch thick, were spaced 60 feet apart.
This material was also placed at the curbs, and along the trolley rails on Water
Street. On Central Avenue a center construction joint was used.

For finishing, a screed and belt were used. On Water Street, where there are
trolley rails, the screed rested on the rails and curb. This street is 24 feet wide. Central

Avenue is 44 feet wide
and the pavement was
laid in half sections.
Here the screed was
worked roughly over the
surface and the final fin-
ish given with belt and
hand floats. The new con-
crete pavement was open-
ed to traffic the first week
in September, and the
Village Board is well
' A, pleased with the visible

results of its first exper-

On Central Avenue, where the pavement is 44 feet wide, the iment with Concrete re-
concrete was placed in two parallel strips. surface Construction.

April, 1924

CONCRETE HIGHWAY MAGAZINE

Sumner County, Kansas, Paves Meridian

Highway

By CHAS. F. MARTIN
Chairman, County Commissioners, Wellington, Kansas

ON July 1 , 1924, the people of Sumner
Country expect to be able to drive
over 44 miles of their own concrete pave-
ment. This pavement will cross the
county from north to south on the
Meridian Highway, so named because
it runs from Winnepeg to Mexico City
on the sixth principal meridian.

The paving germ seems to have been
left in this vicinity by a booster trip of
the Meridian Highway Association. So
much enthusiasm was generated that
certain progressive farmers, aided by
the business men of the Wellington Com-
mercial Club, began a campaign to secure
petitions asking that the county's most
important highway be paved.

Kansas law provides that a petition
for paving may be presented if it is signed by 35 per cent of the people owning 51
per cent of the land in a paving district or by 51 per cent of the people owning 35 per
cent of the land or by the owners of 60 per cent of the land. In Sumner County,
four petitions creating four paving districts were circulated and were signed by
35 per cent of the people who were also owners of 51 per cent of the land. The
paving asked for in these petitions was the entire 44 miles on the Meridian High-
way, but it has taken several years to get the work all under way.

The first contract let by the County Commissioners was for the 9 miles just
south of Wellington, the county seat and principal city. Parts of this 9 miles of
road were very bad each year and one 2-mile stretch in particular was impassable
to autos for two months before the paving contract was let. This piece of very
bad road helped to get paving started. When the Commissioners were considering
the advisability of letting the first contract, a delegation of farmers from along the
road to be paved asked that work be delayed until material and labor prices were
lower. Later, however, when the 2-mile stretch got so bad that no one could get
through, the same delegation which had urged delay came back to ask the Commis-
sioners to pave the road at once. Consequently, the contract was let to Captain
Dubois, who began work in 1920 and finished in 1921. The average cost, including
grading and small bridges, was $44,000 a mile.

A completed section of the Meridian Highway
in Sumner County, Kas.

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 4

Subgrade completed and forms in place for building a 4-foot

apron to provide a square joint where the main road
separates from the lateral road.

In the fall of 1922,
the County Commission-
ers decided that prices
had reached the point
where it was no longer
good economy to wait
for them to go lower,
and contracts were made
for 27 miles of 18-foot
concrete. The 18 miles
north of Wellington and
connecting with the pave-
ment in Sedgwick County
were let to Stewart and
Richie of Wichita, Kan.
and the 9 miles running
northerly from the Oklahoma state line were let to the Hyde Construction Com-
pany of Enid, Okla. In the spring of 1923, another 9-mile stretch was let to the
Hyde Construction Company, which will, when finished, complete the 44 miles
of pavement and make a continuous hard-surfaced highway from the Oklahoma
line north through two Kansas counties. There is also some probability that the
pavement will be extended toward the south across two Oklahoma counties.

The average cost of the last 35 miles of pavement was $34,000 a mile, including
grading and small bridges, so that $10,000 a mile was saved by waiting for more
stable conditions. On Kansas Federal Aid roads the cost is divided as follows:
The Federal Government pays half the cost so long as its share does not exceed
$15,000 a mile. The county at large pays 50 per cent after the Federal Aid is
deducted. The township through which the road runs pays half the remainder

' - v^ from the proceeds of a special road tax

and the balance is assessed directly
against the property in the benefit dis-
trict. Landowners may pay this special
assessment in cash after the pavement
is completed or they may pay in annual
installments over a period of 20 years.
A portion of the funds received from
automobile license fees is, however, used
to help pay for construction. Half of the
license fee goes to the state and half into
the county road fund. The county's
share is used to reimburse the townships
and individual property owners for
money they have paid for roads up to

Portable aggregate bins used in the central One-fourth the total COSt of the pavement,
proportioning plant of one of the con- i f f ._._-_ ^incr

tractors on the Meridian Highway. but not exceeding

April, 1924

CONCRETE HIGHWAY MAGAZINE

The maximum assessment against any quarter section abutting the pavement
which cost $44,000 a mile was only $801.60 and some of that will be paid from the
license fund.

Both contractors on the last jobs let began operations in the spring of 1923.
Stewart and Richie selected the central proportioning plant and truck haul as the
method best suited to their work and carried on operations from two separate plants
while the Hyde Construction Company preferred a central mixing plant. Both had
about the same amount of concrete to build, but the latter was given until the middle
of 1924 to complete his second contract so found only one plant necessary.

All the pavement is 18 feet wide, 7 inches thick and of 1:2:3H concrete. Both
contractors used both the Ord and Lakewood finishing machines and found them
very satisfactory. Otherwise there was nothing which might be termed new in the
construction methods.

Stewart and Richie dispensed with the premolded joint filler. A board of the
required thickness was placed across the slab at the point where it was desired to
make an expansion joint.
In about an hour after
the concrete was placed,
the board was removed
and the joint was later
filled with hot Texaco
number 96. The joints
were %-inch wide and
were placed at noon and
night stops and at inter-
vals not greater than 200
feet. These wide joints
eliminate all danger from
blow-ups and at the same
time are much cheaper
and easier to build than
the narrower joint placed
at shorter intervals which was the type formerly specified.

Although there was considerable opposition to paving before any of it was built,
now that it is in use even the most bitter opponents acknowledge that it is doing
things for the county. While wheat is the big farm product we also have the state's
largest apple orchard, and watermelons, cantaloupes and other garden truck are
extensively raised. All these products must be hauled to a railroad station or
directly to the larger cities and the pavement has not only made this hauling cheaper,
but has made it possible for farmers to haul greater distances and deliver their produce
directly to the market, thus often eliminating a middleman, which benefits both
producer and consumer. Even before the pavement was completed a daily trucking
service had been established between the wholesale houses in Wichita and the business
firms in Wellington and was making one-day door-to-door delivery. This service
will now be extended to the smaller places and trucks, running on schedule, will pick
up farm produce and deliver it to the various markets.

Adding cement to the batch on the Sumner County Highway
contract.

PAVINI

PAT

IR1

GET the ps
job. Whe
dirt road un<
slab of endur
mud tax stops
tax fund into
ment. You
concrete pavii

flWPETE HIGHWAY ._„,,„

'- v*** MAGAZINE ; "U

'$1'5° Vol. VIII APRIL, 1924 No. 4

This makes con-
tents of back num.

Notify the Edi-
tor at once of
change of address
and of non-de-
livery.

Published Monthly by
PORTLAND CEMENT ASSOCIATION

111 WEST WASHINGTON STREET - CHICAGO, ILL.
Concrete for Permanence

ers will for that
reason find it de-
sirable to maintain
a permanent file of
current issues.

The Merry-Go-Round

ESSENTIALLY the motorists' Merry- Go-Round is like the one that accom-
panies the circus. It doesn't lead the traveler anywhere. He stops where he
starts, but he has the pleasure of the ride.

Every city, town and village has its Merry-Go-Round. It is the route taken
when "just out for a ride" and it is along this route that many motorists form their
preferences in types of pavement. Naturally, the route of the Merry-Go-Round
follows the best roads available.

An interesting example of the choice for the route of a Merry-Go-Round is offered
by a midweslern city. The most popular street in town led west. Outside the city
the road was improved with a ten-foot strip of concrete on the right side. Farther
along, it widened into regular eighteen-foot concrete as it passed through a cool
grove of trees. This was the half-way point of the Merry-Go-Round — the point
determined by the suggestion that it was time to go home. The return trip offered
two alternatives. Either the driver must return over the same road — which now had
the concrete on the left side — or he could choose another road on which the concrete
was on the right side going to the city. This was the route chosen. It carried the
motorist almost to the city, but there was one short stretch of macadam before the
city pavements were reached. Proof of the popularity of the Merry-Go-Round was
found in the fact that on the right hand side of the road, the macadam was badly
worn. It was one point on the Merry-Go-Round where the mechanical "horses"
bucked. The comfortable riding qualities, the freedom from mud and dust and the
constant dependability of the concrete caused motorists to single out this route.

Not every one can tour the country from coast to coast or from the Great Lakes
to the Gulf. The Sunday afternoon and the pleasant evening drive measure for them
the extent of motoring pleasure available. Highways are, of course, built primarily
for business purposes. Yet the pleasure they bring is often the deciding factor in
the decision to improve. Many a mile of road has been paved because motorists,
intent on having an adequate Merry-Go-Round, have thrown their weight in the
balance in an effort to outweigh opposition. The Merry-Go-Round is but one more
reason added to the sterner, more matter-of-fact reasons for paving roads and for
choosing as the paving material concrete — the traffic surface equally well adapted
for pleasure or business traffic.

April, 1924 CONCRETE HIGHWAY MAGAZINE 87

The Problem of the Worn-Out
Street

CITY officials and taxpayers everywhere are confronted with the problem of
providing suitable pavement surfaces for the rapidly increasing traffic of
today. Streets built only a few years ago to meet the needs of that time are inade-
quate. When maintenance costs soar as the street surface gives way under the
relentless pounding of modern traffic, then the problem of the worn-out street is
upon them. The time for ordinary repairs has passed. Some type of reconstruc-
tion is imperative. Usually there is a substantial concrete base under the worn-
out surface. Economy demands that as much of the original investment as pos-
sible be conserved and that a new wearing surface be provided at a reasonable cost —
a wearing surface suited to the fast moving motorized traffic of today.

The phenomenal increase in the yardage of concrete pavements placed on the
streets of American cities in the last few years suggests the type of surfacing pre-
ferred by city officials, taxpayers and users. It is a pavement developed to meet
the needs of modern traffic — rigidly strong, enduring and possessing a surface pecu-
liarly adapted for motor vehicle traffic. It is only natural that engineers, con-
fronted with the problem of resurfacing worn-out streets, should turn to this best
pavement material to provide the type of traffic surface demanded by the public.

The experience of many cities proves conclusively that concrete can be success-
fully used to replace the old surface. In many communities the problem of the
worn-out street has been definitely solved. Old concrete bases, resurfaced with
concrete, have been in service in several cities as long as seven years — long enough
to demonstrate the practicability of this type of resurfacing. After years of service
property owners and officials are enthusiastic over the success of their resurfaced
streets.

Two examples of resurfacing old bases with concrete are described in this issue
of CONCRETE HIGHWAY MAGAZINE. The experiences of Peekskill. N. Y., and Pine
Bluff, Ark., described on page 79 and page 90, are typical of the experiences of many
communities. They may suggest the solution of the same problem confronting
the authorities in other cities.

Concrete resurfacing is not a difficult undertaking. When standard practice in
building concrete roads and streets is employed, the resulting concrete pavement
will be typical of the satisfactory traffic surface which characterizes well-built con-
crete everywhere. The new surface may be placed directly on the old base after
it has been thoroughly cleaned. In general, the new concrete should not be less
than 4 inches thick and no attempt need be made either to secure or prevent a bond
between the new concrete and the old.

The new concrete adds its rigid strength to the old and in addition provides the
non-skid concrete hard-surface so necessary under the exacting requirements of
modern traffic.

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 4

New Jersey State Highway Department
Makes Complete Core Drill Survey

TN 1920 the New Jersey Highway Department began making a complete survey of all
existing concrete and concrete base pavements on the State Highway System. Six-inch
cores were drilled at regular intervals — usually one core for each 1000 square yards of pave-
ment surface — and accurate records of the findings were kept.

The equipment used con-
sisted of two trucks upon
which Ingersol-Rand Calyx
Core Drills were mounted
in such a way that they
could easily be moved from
one set-up to the next.
Each truck carried its own
crew and worked inde-
pendent of the other.

April, 1924

CONCRETE HIGHWAY MAGAZINE

Cores were taken from
points near the edges as
well as from the center and
quarter points. When cores
showed the pavement to be
deficient in thickness,
4-inch "check" cores were
drilled on each side and
continued until full thick-
ness was found. The cylin-
ders were numbered, re-
corded, and sent to the
State Laboratory for
testing.

The holes left by the drill were filled
with a precast concrete cylinder some-
what smaller than the core and the space
around the plug was filled with mortar,
well tamped and finished flush with the
surface of the pavement.

More than 2,000 cores have been drilled and much valuable data has been collected by
comparing actual performance with the tests on the cores. In 1923 New Jersey added
a clause to its specifications requiring that concrete placed in highways meet a certain
crushing strength as determined by the core tests.

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 4

Concrete is Successful for New Pavement

and for Resurfacing Old Base in

Pine Bluff, Ark.

By FRED BENNETT
Consulting Engineer, Pine Bluff, Ark.

PINE BLUFF is one of Arkansas' thriving, wide-awake cities. It was the first,
outside of Little Rock, to begin a much needed paving program and now has
a large per cent of its streets hard-surfaced. With one exception, all paving con-
tracts let in the past six years have been for concrete and property owners have
found it equally satisfactory for new work or for replacing worn-out surfaces of
other types.

Harding Boulevard was the first street to have its dust and mud eliminated by
a concrete surface. That was in 1915. Then, in 1921, the surface of the pavement
on Olive Street became so bad that something had to be done with it. The concrete
base was still in good condition; it was only a question of selecting a new surface.
Harding Boulevard had
then been in service six
years and was not only in
perfect shape, but had
required no mainten-
ance. The commission-
ers of the paving district
thought concrete might
be used for resurfacing
and, upon investigation,
learned that it had been
so used in other cities and
had proved entirely satis-
factory. Consequently
they decided to give it a
trial.

The specifications
called for a 1 :2 :3 concrete surface with an average thickness of 4 inches. The old
base was so uneven, however, that the actual thickness .varied from two to six
inches. Wire mesh weighing 30 pounds per 100 square feet was used as reinforcement.

Before the old base was covered it was scrubbed absolutely clean and then there
was brushed over it a thin cement-and-water grout upon which the fresh concrete
was deposited. After that the new concrete was struck off, tamped, finished and
cured the same as any ordinary concrete pavement.

This resurfacing job has been so satisfactory that it really marked the beginning
of Pine Bluff's paving program. Some pavement has been built each year since then

Harding Boulevard is Pine Bluff's oldest concrete street. Since

1915 it has been demonstrating the superior qualities of

concrete pavement.

April, 1924

CONCRETE HIGHWAY MAGAZINE

On all contracts combined curb and gutter

is first built. The concrete pavement

is then placed between the curbs.

until now there are two hundred blocks
of concrete completed and one hundred
blocks more are planned for construction
in 1924.

On all our contracts a curb and gutter
is built first so that there will be some-
thing to work from in trimming the sub-
grade and striking off the pavement.
This curb and gutter has a core of 1 :2 :4
concrete topped with a %-inch 1 :2 mortar
surface. The concrete is first tamped
into the forms to the proper level, then
the curb face board is removed. After
that the first coat of mortar topping is
put on and spread with a steel template
or "mule" which rests on both front and
back forms and molds the edges to the
proper curves. The first coat is allowed
to dry a little, then a very thin flush coat
is spread on the same template, giving the surface a smooth finish without trowell-
ing. The top coat is mixed in the mixer, but is run into a mortar box where it is
given exactly the right consistency for the two applications.

An expansion joint is put in every 50 feet. Between joints the concrete is marked
with an edger into 6-foot blocks. Pavements are uniformly six inches of 1:2:3 con-
crete reinforced with Electric Weld mesh weighing 32 pounds per 100 square feet.
Widths vary from 21 to 30 feet. A template is used to check the subgrade and in-
sures the proper contour and elevation.
The concrete is struck off with an 800-
pound template which, because of its
great weight, irons out all ridges and
leaves the pavement uniformly even.
We have always used the greatest care to
get a smooth riding surface. The public
may not know how carefully materials
were selected and combined to get good
concrete, but they do know how it rides
and will judge the whole job by that one
feature. On that account the few addi-
tional dollars spent for straightedging
and extra care in finishing, are spent
where they will do the most good.

Expansion joints Y% of an inch wide
are put in the pavement at about 35-foot
intervals. Special care is used in finish-
A steel curb template spreads the mortar ing at these joints. After the concrete

topping and moulds the edges and curves . „ .

of the curb to the proper contour. IS Struck OH it IS spaded next to the

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 4

expansion material, then floated with a longhandled split float and tamped with an
ordinary one-man tamper. After that, to be sure there is no ridge next to the Elas-
tite, the concrete is raked with a finishing trowel held on edge and with one end
against the expansion material. Then the whole pavement is given the final belt-
ing. No expansion joint is left between the pavement and gutter apron.

To prevent hair checks the subgrade is thoroughly wet each night for the next
day's run and the material piles are soaked. Then, after the concrete has been given
its final belting, it is sprayed until it can be covered with rice straw which is so light
it can usually be put on about three hours after the pavement is laid, without doing
any damage. The straw is kept wet for ten days. It will stay wet much longer
than an earth covering and proves very economical.

Too often it is necessary to cut through newly built pavements to get at
service mains under-
neath. To eliminate that
practice all our storm
sewers and gas mains are
put in the space between
the curb and sidewalk,
where they may be
reached without going
through the pavement.
Most of our sanitary
sewers are in the alleys,
leaving only the water
mains under the street
pavement. As each lot
is required to put in a
service pipe from the
main to the curb line before any paving is done it is seldom that any pavements
need be cut for any purpose.

The value of pavements is shown every time a lot is sold in Pine Bluff. Lots
on unpaved streets are hard to sell at any price, while those on paved streets often
bring twice as much as they would have brought before the pavement was built.

Our people are so thoroughly convinced that concrete is the pavement which best
fills their needs that they do not ask for any other type. Both the resurfacing and
the regular concrete pavements are living up to our highest expectations and will
without doubt, give good service to the next generation.

An old concrete base on Olive Street, Pine Bluff, resurfaced
with concrete, is giving perfect service.

"PORTLAND cement is now 100 years old. It was invented in 1824 by an
•^ English mason, who called it "portland" cement because of its resem-
blance, when hardened, to an English building stone quarried on the Isle of
Portland. The first American plants for its manufacture were established 48
years later. Today the United States produces more portland cement than
all the rest of the world combined.

April, 1924

CONCRETE HIGHWAY MAGAZINE

One Hundred and Forty Minutes
to the Sea

The White Horse Tavern has been known
to travelers for many generations.

WITH all the glow and attraction of
the mythical pot of gold at the end of
the rainbow, but yet attainable, Atlantic
City lies at the end of a motorist's rainbow,
calling thousands from near and far to
America's East Coast Playground. Its call
has been heeded until this city by the sea
has become a mecca for motor tourists.
Though the lure of the sea is not new, and
though traffic of one sort or another has

journeyed the route of the White Horse Pike for over 100 years, never had the
number of travelers reached such colossal proportions as during the past season.

The White Horse Pike extends from Camden on the Delaware River across from
Philadelphia, to a point not far out of Altantic City on the ocean shore. The
road is 48 miles in length. Years ago, numerous taverns were maintained along
the route so that the travelers could rest and perhaps stop over night as the
journey was a long and tedious one. But today, over a surface of concrete and
with automobiles instead of bicycles or other vehicles, the trip is leisurely made
in 140 minutes.

An indication of the large number of cars that pass along the White Horse Pike,
and particularly those from states other than the homestate, is to be had from
traffic counts made last summer by the New Jersey State Highway Department.
One record of traffic taken at the Camden end of the Pike shows that from 8 A. M.
June 30 to 4 P. M. July 5, 1923, 49,359 cars, of which 23,319 (nearly half) were from
states other than New Jersey, passed a given point. This equals a steady traffic
of 385 cars an hour for the total time. There was a maximum hour between IIP.
M. and midnight on July 4 when 1227 cars passed — a rate of 20 a minute. All of
these machines, however, did not make the entire trip as the count at the other
end of the highway during the same period accounted for 27, 964 cars.

Another count made at the same points in September indicates that the traffic
at that time was nearly as heavy as at the holiday season. From 12 A. M. to 12

midnight on September first, second and
third, 30,159 (16,259 foreign) motor vehicles
passed along the Pike at the Camden city line
and 25,637 (14,704 foreign) cars passed a
point at the Atlantic City end of the high-
way. It will be noted that in both these in-
stances the number of cars from outside the
state exceeded those carrying New Jersey

Atlantic City-at the end of the White HcenSe PlateS" The Cai>S Hsted aS

Horse Pike. represented about 30 states.

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 4

Touring the New Victory Highway

T AST Armistice day the first

"Dedicated to those who
served their country in the
World War, and to the
memory of those who gave
the last full measure of
devotion."

Victory Eagle monument was

dedicated on the Victory Highway

at the Shawnee-Douglas County

line in Kansas. With appropriate

ceremony, the bronze eagle and the

tablet erected by the women of

Shawnee County were unveiled by
a War Mother wearer of three gold stars.
As taps were sounded by the trumpeters three volleys
were fired in salute to those who had died in service.
The first wayside shrine, part of a national memorial
had been dedicated. A day later Pottawattomie
County, Kans., dedicated the second Victory Eagle. The Victory Highway Associa-
tion plans for such a monument at each county line across the United States.

Linking two oceans three thousand miles apart with a concrete chain, the Victory
Highway will constitute one of the greatest memorials in history. In its plan for
developing this new line across the United States, the Victory Highway Association
has developed a well thought out policy of co-ordination based upon the Federal
application of funds and the route is already paved from New York in practical
entirety to St. Charles, 21 miles west of St. Louis, Mo. The balance will be completed
to San Francisco by funds contributed in part by the Government, in part by the
various states. It is claimed that this transcontinental route has more paved surface
than any other.

Starting from New York, the Victory Highway traverses Staten Island, reached
by ferry from Battery Park almost in the shadow of the uplifted torch of the Goddess
of Liberty. From Clifton to Tottenville, along the east side of Staten Island
the route follows Hylan Boulevard. More than three miles of this route

are concrete, 30 feet wide
and the full 14 miles will
soon be paved. Crossing
is made by ferry from
Tottenville to Perth
Amboy, N. J. From Perth
Amboy to Camden the
route follows generally
the famous old Cranbury
Turnpike and will enter
Philadelphia from the
east over the Camden-
Philadelphia suspension

LtOENO
• Concrete ftwtmenta
3 Oth«r Tjpts

April, 1924

CONCRETE HIGHWAY MAGAZINE

Typical Maryland home as seen along the
National Pike.

bridge now under construction,

Beyond Philadelphia the route passes
through Chester, Pa., Wilmington, Del.,
Baltimore, Md., and thence west generally
over the line of the Old National Road, as
far as St. Louis. Throughout its length, the
tourist, if he has kept in the mood, has been
lost in history. Flanking the highway are
old homes, weathered, substantial and typ-
ical of an earlier day, which have seen many

changes and developments of more than a century along the route. The phaetons,
buggies and carriages of a generation ago have now given way to the motor car
and the old stages are reincarnated in the low slung, wide wheeled motor stage.

Through the hills of Maryland and mountains of
Pennsylvania the curves and grades of the road are
forever opening up new vistas, refreshing the motorist
WK with the delights of new views.

•L; Then the hills of eastern Ohio give way to the

^^iS^aMH^J pleasantly rolling country of western Ohio, Indiana

and Illinois. Across Missouri, an entirely new route
was selected, 256 H miles from St. Louis to Kansas
City, no existing route being available. This, for the
most part, is still to be improved under the Missouri
bond issue.

In Kansas the route follows in part the Fort to
Fort Highway connecting Fort Leavenworth with
Fort Riley by way of Lawrence, the seat of the
State University, Topeka, the state Capital, and Man-
hattan. The road is concrete all the way from Kan-
sas City to Topeka, and it is on this route that the
first Victory Eagle was dedicated November 11, 1923.
Colorado fascinates the tourist with its varied
and rugged mountain scenery. West of Denver a
new road, built over the Rocky Mountains by the Government, supplies a direct
line to beautiful Salt Lake City where there are many points of scenic and historical
interest to attract the visitor.

West of Salt Lake City the route skirts the south end of Great Salt Lake, and
crosses the salt beds of the desert. This route to Nevada via Wendover has been
placed on Utah's Federal Aid system and construction of the route is expected to
be completed in time for 1924 traffic. Nevada, the great undeveloped country made
up largely of public lands, is one of the most interesting sections traversed by the Vic-
tory Highway, and as the route approaches California it passes through Reno and
into the beautiful Lake Tahoe region. Down into the Sacramento Valley and on
toward the Bay the route leads to Berkeley and Oakland, thence by ferry to San
Francisco, the City by the Golden Gate, most of the driving being over California's
even concrete highways.

Scenes along the Victory High

way. Below, the highway

in Kansas; above, near

Salt Lake City, Utah.

540 Million Sacks used in IQ23

PORTLAND CEMENT

CONCRETE FOR PERMANENT

We have just issued

a folder entitled

"A Century of Endeavor

and What it Means

to You."
Send for it today.

Eat Your Cake

and Have It Too

You know how quickly most things you buy
wear out — how often they have to be replaced.

But think of Cement. Here is a product that
is used yet not consumed. It is the basic material
in Concrete.

Concrete grows stronger with age. Concrete is
fire-safe. Concrete is proof against rust, rot, decay.
Concrete endures.

Practically all the Concrete improvements built
in the last thirty years are still rendering substantial
service. They will continue so to serve for many
years to come.

Concrete permanently advances standards of health and sani-
tation. It continually helps to increase general prosperity.

You yourself ride safely and comfortably over Concrete roads
and streets. You derive important benefits from Concrete
dams and aqueducts. You are protected against fire in Con-
crete hospitals, schools, theaters, apartment buildings and
homes.

You and yours make use of Concrete every day of your lives
— yet you never consume it.

Portland Cement, in the form of Concrete, contradicts the
old proverb that "y°u cannot eat your cake and have it too."

PORTLAND CEMENT ASSOCIATION

A National Organization to Improve and Extend the Uses of Concrete

District Offices at

Atlanta Denver Kansas City New York Salt Lake City

Birmingham Des Moines Los Angeles Oklahoma City San Francisco

Boston Detroit Memphis Parkersburg Seattle

Charlotte, N. C. Helena Milwaukee Philadelphia St. Louis

Chicago Indianapolis Minneapolis Pittsburgh Vancouver, B. C.

Dallas Jacksonville New Orleans Portland, Oreg. Washington, D. C.

Shall it be Gravel or Single Track Concrete? Page 105
Los Angeles Harbor Truck Highway . . . Page 99

Inspector

WATER SUPPLY

WATER in sufficient quantities to
meet the needs of the contractor
is an important item in the construction
of quality pavements. While as little
water as possible should be used for the
mix, a great deal of it is needed for
curing. That this supply may always
be available, it is advisable for the
inspector to satisfy himself that the
pumping equipment and pipe line is
adequate for all requirements.

Water is needed for three primary
purposes: wetting the subgrade, mixing
the concrete and curing the pavement.
The quantity required naturally varies
with the progress made, weather con-
ditions and other factors peculiar to each
job. In general, a supply of from 12,000
to 15,000 gallons per day for each 100
lineal feet of 18-foot pavement con-
structed will be sufficient. This is
assuming an equivalent depth of about
one inch for curing and wetting the sub-
grade and a maximum amount of mixing
water of 8 gallons for each bag of cement
used. The total quantity required for
each 100 lineal feet of 18-foot pavement
will, therefore, be approximately 300
gallons for wetting subgrade, 2,200
gallons for mixing, and 10,000 gallons
for curing (assuming a specified curing
period of 14 days). For each additional
100 feet of progress an equal amount will
be needed.

The rate at which the supply is to be

delivered depends upon the speed with
which the pavement is being placed.
Few contractors require more than 50
gallons per minute and this amount is
usually ample for the average job.

The size and length of the pipe line is as
much a factor in determining the rate at
which water will be delivered as is the
pumping equipment. A table of friction
heads for various size pipes will show,
for example, that a new 2-inch pipe
delivering 50 gallons per minute has a
friction head of 5.6 feet for each 100 feet
of length, while a 2J/2-inch pipe, deliver-
ing the same amount of water has a
friction head of only 1.86 feet per 100
feet of length. For old, rusted pipe,
from 25 to 50 per cent should be added
to the friction loss and allowance must
be made for fittings and angles.

Generally, a pipe line having a friction
head of more than 5 feet per 100 feet of
length will be uneconomical and a larger
pipe should be substituted. A long pipe
line with a high friction head imposes a
heavy duty on the pumps and it is
frequently necessary to install a booster
pump along the line when the available
pipe line is of small diameter.

By making a study of this important
subject of water supply for his job, the
inspector can often render valuable
assistance to the contractor and guard
against delays and unpleasantness due to
lack of water for curing.

1924

N25

State Trunk Highway No. 15
in Washington County, Wis.

Traffic Increase Shows Value of
Harbor Truck Highway

By J. C. VEENHUYZEN

Superintendent of Administration and Accounts, Road Department,
Los Angeles County, Los Angeles, Calif.

HAD the Spanish soldiers and padres who founded "The City of our Lady, The
Queen of the Angels" in 1781, known the future greatness of the city, they
would not have located the pueblo that has become the Los Angeles of today 25
miles from the ocean. In the march of progress that intervening territory between
the city and its harbors at San Pedro
and Wilmington has become the right of
way for many lines of transportation be-
tween the biggest city on the Pacific
Coast and its harbor. In 1906 San Pedro
and Wilmington were annexed to the
City of Los Angeles and were connected
with it by a strip of land, a mile wide,
known as the "shoestring."

In spite of the fact that three trans-
continental railroads, one electric line
and two improved boulevards already
tapped the harbor district, commerce de-
manded another link of transportation
— a rigid, hard surfaced highway cap-
able of carrying the heavy trucks and
trailers that ply between the city and
the docks. Thus the Harbor Truck
Highway came into being. Lying partly

100

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 5

The busy harbor of Los Angeles, 25 miles away, is connected
with the city by railway and highway.

within the city and partly
within the county of Los
Angeles, both govern-
ments bent their efforts
toward the completion of
this important traffic-
way. The 1923 construc-
tion season saw the frui-
tion of the plan as the
last section of highway
was placed and today
there is an unbroken
stretch of enduring con-
crete, 24 to 27 feet wide,
shortening the distance
between city and ocean.

The county's portion of the highway is 12.25 miles long and was built in three
contracts. The first section, started in 1920 is 24 feet wide of 8-inch concrete reinforced
with wire mesh. The second section, an extension of the first with the same width
and thickness, carried the pavement to Compton beyond which was a six mile
section of compacted, disintegrated granite which connected again with the city
pavements.

This last section was completed in 1923 and closed the last remaining gap in the
concrete pavement along the route. On this section the pavement was built 27
feet wide and instead of using a slab uniformly 8 inches thick as heretofore, the
cross section was changed to the thicker-at-the-edges type. The pavement was
placed in two strips, each strip having edges 10 inches thick sloping to a thickness of
8 inches at 3 feet 3 inches from the edges. A half -inch expansion joint separated
the two parallel roadways.

That improved high-
ways attract traffic is
forcibly shown in the case
of the Harbor Truck
Highway. Before paving
was started on the first
section in January 1920,
the highway was only
partly improved with a
covering of decomposed
granite. A traffic census
taken during the last
week in 1919 showed an
average traffic of only 102

automobiles and 41 motor Besides serving as another transportation link between city and

i rr.1 ,, harbor, the Harbor Truck Highway opens up a large

truCKS. me tWO Other new territory for industrial development.

May, 1924

CONCRETE HIGHWAY MAGAZINE

101

An artistic and serviceable concrete bridge on the Harbor Truck
Highway.

highways — both paved— connecting Los Angeles with the harbor and with Long
Beach carried the following traffic:

Harbor Boulevard, 3600 automobiles, 347 motor trucks.
Long Beach Boulevard, 5682 automobiles, 421 motor trucks.

In July, 1923, after
two sections of the Har-
bor Truck Highway had
been paved, another traf-
fic census was taken. At
that time the last section
had not yet been paved,
this section then having a
subgrade of decomposed
granite, but the marked
increase in traffic shows
the effect of the improve-
ment. The census of
July, 1923 gave the foll-
owing results as the daily
average traffic:

Harbor Truck Highway, 9,279 automobiles, 1022 motor trucks.
Harbor Boulevard, 9,636 automobiles, 1104 motor trucks.
Long Beach Boulevard, 16,493 automobiles, 1061 motor trucks.

The total average daily traffic over all three highways in December 1919, there-
fore, was 9,384 automobiles and 849 motor trucks while in July, 1923, these high-
ways were used by 35,408 automobiles and 4,187 motor trucks. Had the Harbor
Truck Highway not been improved, this tremendous increase in traffic would
have been borne by the Harbor Boulevard and the Long Beach Boulevard
instead of being distributed over the three highways as is now the case.

With the last link completed, the Harbor Truck Highway will enter a period of even
greater usefulness to the community. Besides serving the various towns along the
route and providing another transportation link between Los Angeles and the harbor
district, the new highway opens up a large territory for industrial development.
It will contribute enormously to the commercial development of Los Angeles and
tributary territory by helping in the distribution of incoming supplies received
in less than car load lots and enabling citrus products to be hauled direct
from packing houses to the docks. Thus the Harbor Truck Highway will pay
large dividends in operative income — that is, in the economic benefit resulting from

the investment. Be-

/3le" - /31*" - cause of the large vol-

ume of traffic it will
carry, this highway will
take its place as one of
the most profitable in-
vestments in transpor-

Typical cross-section of the latest portion of the Harbor Truck , . r .,. .

Highway to be paved, showing the thickened edges. tation facilities.

6-6'

7-0"

7-O"

6±6"

5-O"

»&.

8; °°

-8" P "a \Si "llf-

s k ' Exparrf/or

jotrrf

3L3"

0/sinfegraffd
ran/ft shou/der.

102

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 5

New Jersey Borough of 10,000, Paves
60 Blocks with Concrete in 1923

IN embarking on a program in 1923 of
constructing 110,373 square yards of
concrete pavement, embracing 60 blocks,
Audubon, N. J., took a big step nearer
its ideal of having every street hard sur-
faced. In previous years the amount of
concrete pavement in service had reached
nearly 100,000 square yards. This, with
the amount placed in 1923 gives this bor-
ough of but 10,000 population well over
200,000 square yards of enduring con-
crete streets . The unusually large paving
program for 1923 resulted from specific
requests from property owners who knew
the advantages of living in a community
of attractive, low maintenance, paved
streets.

Although the majority of the borough's
residents work in Camden and Philadel-
phia, only three and four miles distant,
Audubon has some industry of its own.
The country around is a well-developed agricultural district particularly adapted to
dairying. Rural patrons truck milk and cream to the "Suburban Dairy," located in the
borough and in itself the largest dairy in South Jersey. The major portion of its
output goes to Philadelphia, but much is shipped to nearby shore resorts. The
White Horse Pike, New Jersey's famous all-concrete highway runs directly through

Audubon providing out-
lets for traffic the year
round.

The initial appearance
of concrete pavements in
Audubon was in 191 7 and
1918 when 44,740 square
yards were placed. These
pavements, though not as
well constructed, per-
haps, as later ones, are as
serviceable as the day
they were built and have
required no maintenance.
The clean, attractive

The concrete streets of Audubon carry a variety of traffic, both .. ,

light and heavy. appearance of the con-

Map showing the location of the concrete
streets in Audubon, N. J.

May, 1924

CONCRETE HIGHWAY MAGAZINE

103

The famous White Horse Pike, which runs through Audubon,
diverts a great deal of motor traffic through the city.

crete streets first built in
the borough created the
desire for more of the
same type. Paving work
is all done on petition, so
the present yardage in
this community repre-
sents the demands of the
property owners for con-
crete pavements.

There have been prac-
tically no changes in the
design of the concrete
pavements laid in the
borough except that the
amount of reinforcing used
has been increased. The first concrete which was placed in 1917 was 7 inches
thick and that thickness has been found adequate for whatever traffic the streets
serve. On the White Horse Pike, however, the state standard of an eight-inch slab
was built. This thoroughfare carries traffic which is said to be as dense and as heavy
as that on any rural road in America.

Concrete pavements as they are built in Audubon now are of Delaware River
gravel, secured from the banks of the river, shipped in barges to Gloucester and hauled
by truck the five miles to Audubon. Specifications call for a 1 : 2 : 4 mix, 56 pounds
of fabricated bar reinforcing to the 100 square feet and circumferential reinforcing
of a single rod placed around the slab 4 inches in from the edges. Premolded^s-inch
expansion joints are placed every 30 feet. Curing is effected by the use of wet straw.
The streets are opened to traffic usually in fourteen days.

In addition to the extensive concrete paving done by the borough of Audubon,
there are concrete sidewalks throughout the borough and many miles of combined
concrete curb and gutter have been built. Sewers for which concrete pipe were used
have also been extensive.

Audubon's concrete pavement was laid and finished by one crew. Two mixers were used on

Cedarcroft Avenue.

104

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 5

Concrete Street Serves Traffic for
Half a Century

More than 50 years ago,
in the City of Edinburgh,
Scotland, three streets —
Liven Terrace, Glengyle
Terrace, and Gillespie Cres-
cent— were paved with con-
crete. Tall houses front on
the one side of the streets
while on the other the pave-
ment extends to an iron
fence enclosing a park.

For half a Century these
concrete pavements have
served the traffic of Edin-
burgh and they are today
in a good state of repair.

Glengyle Terrace is here
shown.

May, 1924

CONCRETE HIGHWAY MAGAZINE

105

Shall it be Gravel or Single Track
Concrete?

By J. W. REESE
County Judge, Rockwall, Texas

He is a "booster" for concrete roads

$350,000. The balance of the $800,000
was to be used in gravelling the other
important roads in the county. The
change from gravel to single track con-
crete pavement for these roads was made
after careful deliberation based on esti-
mated costs.

As there is no gravel deposit in the
county, all of this material must be im-
ported over a haul of from 40 to 50 miles.
Under these conditions a gravel surface
16 feet wide would cost $11,000 per mile,
exclusive of bridges and grading. The
maintenance of a gravel road would add
five or six hundred dollars yearly expense
per mile while expensive scarifying and
reshaping would be necessary every eight
or ten years. Texas laws permit a county
to issue bonds for only 25 per cent of its

THOUGH available funds for road
construction in Rockwall County
were not sufficient for building standard
width pavements, the taxpayers of Texas'
smallest county would be satisfied with
nothing less than concrete. The solution
was found in the construction of single
track concrete pavement which provided
sufficient mileage to place every farmer
in the county within an average distance
of one mile from a hard-surfaced
highway.

When road improvement was first
contemplated, it was expected that only
13^ miles from Royce City through
Rockwall would be paved. On this
stretch — an 18-foot concrete pavement —
Government and Federal Aid amounted
to $348,000 and the county's share was
county bond issue voted in 1919 originally

* ROCK\WAUL COUNTY

-©• IITEXA5

Legend

its Ft. Concrete Pavement Completed.
i 6 Ft. Concrete Pavement Com pie ted,
j 8 Ft. Concrete Pavement Proposed.

106

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 5

State Highway No. 1, a standard 18-foot concrete road, built in
Rockwall County with Federal, State, and County funds.

assessed valuation and
the amount which Rock -
wall County could raise
by bonding was not suffi-
cient to pave all the roads
with a standard 18-foot
slab. Careful estimating
revealed the fact that an
8-foot concrete pavement
could be built over the
mileage originally plan-
ned without exceeding
available funds. This 8-
foot concrete slab would
cost $12,000 per mile —
only $1,000 more than gravel of full width.

While the width of the straight sections is 8 feet, all the curves are widened to
16 feet and at intervals of about a quarter of a mile turnouts 16 feet wide and
40 feet long are built. The cross-section is similar to that which proved so suc-
cessful on the Bates Test Road in Illinois, having edges 8 inches thick tapering to
6 inches 2 feet from the edges. Concrete was proportioned by Abrams' tables to give
a compressive strength of 3,000 pounds at 28 days and approximates a 1 : 2 : 3%
mix. The single track slab is built on the right hand side of the centerline of the
road for traffic going towards town to give loads of farm produce unquestioned
right of way. Dowel bars, 2 feet long, are left protruding from one edge so that
the old and new halves will tie when the pavement is widened. One half inch round
rods are placed for reinforcement along each edge of the slab.

The McCollum Construction Company of Ft. Worth was awarded the contract
for 22 miles of this pavement in March 1923. When construction work was begun
it was discovered that the 14E paving mixer was too wide to run between the forms
but must, instead, travel
on the unpaved side of
the highway. That
arrangement had some
advantages. It kept the
trucks from cutting up
the prepared subgrade
and enabled the subgrade
finishers to work without
dodging vehicles. On the
other hand, it was extre-
mely difficult to keep
the mixer levelled up and
the narrow width required
a turntable which would

, , f Dowel pins were placed in the side of Rockwall County's single-

Clear tne lorms. track highways to provide for possible future widening.

May, 1924

CONCRETE HIGHWAY MAGAZINE

107

A slip scraper pulled the aggregate over the side of the gondolas
into a conveyor pit from which it was carried to the bins.

An efficient and un-
usual method of unload-
ing aggregates from
freight cars was developed
on this job by the con-
tractor. The proportion-
ing plant consisted of two
bins for stone, one bin for
sand and a cement shed.
The aggregate bins^were
filled by bucket convey-
ors fed from a pit at the
edge of the track. A slip
scraper pulled the mater-
ials over the sides of the
gondolas and dropped

them into the conveyor pit beneath. At the stone bins two cars were unloaded
simultaneously, the cable which pulled the scrapers being passed around a dual
drum so that as one scraper was pulled toward the pit the other was being pulled
back to get another load. The cables were held above the corner of the car by an
"A" frame hinged to the posts supporting the drum platform. A 15 horsepower
electric motor pulled the scraper and operated the bucket conveyor. A trough,
fitted to the ends of the cars carried any stray material into the conveyor pit. With
this device it was possible to unload about 6 cars of stone in 10 hours.

The concrete slab was too narrow to be finished by machine and was struck off,
tamped and finished by hand. When traffic demands a wider pavement, it will
be an easy matter to place the other half of the paved surface and to connect it to
the old pavement by means of the extended dowel bars. In the meantime the
taxpayers will have available, free from excessive maintenance, hard-surfaced high-
ways which constitute an enduring part of a comprehensive highway system for

Rockwall County.

About 12 miles of
single track concrete
pavement have been com-
pleted and opened to
traffic, leaving 10 miles to
be completed under the
present contract. Rock-
wall County's first ex-
perience with single track
concrete roads has devel-
oped considerable favor-
able comment and the
county engineer is now

The big mixer on wide tired wheels operated from the unim- preparing plans for an
proved side of the road. This prevented cutting up the n^ju:™,,,! in

subgrade as all hauling was done over the old roadway. additional 1U

The boundary of the p
line. Beyond the curt
garage is your persona
nection with the city's
it must be attractive a$
owners everywhere ha
paving material for

The concrete driveway in this beautiful Jack-
sonville home blends pleasantly with the rich
Florida foliage. It is always at its best— always
ready for use.

A Washington, D. CM
apartment building
served by a concrete
driveway.

In Boston— a clean, even driveway of concrete
from garage to street.

Many home owners in Shorewood, Wis., have ex-
tended the concrete street pavement to the doors
of their garages.

KLsnEEr

street is at the curb
t your door to your
et. It is your con-

t system. Because
as serviceable, home
osen concrete as the

personal streets.

Concrete drives lead to the doorways of many
.omes in Atlanta's attractive residential districts.

Vinter or summer, rain or shine, this Aurora,
11., home is accessible over clean, hard, mudless,
'listless concrete.

Graceful curves and well built curbs enhance
the appearance of this concrete driveway in
Pasadena, Calif., famous for its beautiful
homes and gardens.

Discriminating Seattle
home owners choose
concrete for their
driveways.

tents of back num-

. t -

Yeariy ...... »i.:>u VTTT MAV 1094 No «? bers immediately

Vol. Vlll _ MAY, 1924 _ No. 5 available and read-

Notify the Edi- ======^^^^==============^^^= ers will for that

tor at once of Published Monthly by reason find it de-

change of address rw-kwm AXTT^ ^T?TV /rcvTT- A OO/-\^T AT-T/^KT sirable to maintain

and of non-de- PORTLAND CEMENT ASSOCIATION a permanent file of

"very- HI WEST WASHINGTON STREET - CHICAGO, ILL. current issues.

Concrete for Permanence

Wanderlust

WITH the coming of summer, forty million minds turn with one accord to
thoughts of the open road.

Ten million passenger cars are being equipped for this season's "tour." Maps
are scanned, guide books are consulted, motor clubs and highway departments are
beseiged with requests for road information. It's in the very air. The open road
beckons, entices, lures, even commands. Just beyond is adventure. New scenes,
new faces, new experiences are waiting.

But what of the road? At least one of the party — the man behind the steering
wheel — is vitally interested in this important phase of the tour. "Where are the
concrete roads?" is a not unusual question. And well it may be, for if the ribbon
beneath the spinning car is a concrete road, the joy of motoring is complete. No
ruts or bumps will cut off a laugh with a sharp click of the teeth. There need be no
worries about the weather; definite, predetermined schedules can be maintained and
the many annoyances inseparably linked with motoring over unimproved roads
may be completely forgotten.

Nearly 29,000 miles of concrete highways invite the motorist at the beginning of
this touring season. Scattered from coast to coast you can find their even, grey
surfaces welcoming you after a trying stretch over a less enjoyable road. Then
relax, notice the firm grip of the tires, the steady, even, comfortable progress and
you will join the rest of the forty million in praising the men who build such roads.
You will, like the others, make a firm resolve that you too will do all in your power
to extend this mileage of concrete highways that when the Wanderlust again spreads
its irresistible appeal, you and your comrades of the open road may enjoy to its
fullest extent the annual "tour."

Group Experience

IT is only natural that men engaged in construction work should place undue
emphasis on personal experience. One incident, because it has been a personal
experience, attains such importance that it often forms the basis upon which, in all
sincerity, a constructor will contradict the accumulated experiences of large groups
of men in the same occupation.

Because one foreman or several, have made apparently good concrete with a wet
mix and with impure sand, it does not follow that this is the best way to make con-

May, 1924 CONCRETE HIGHWAY MAGAZINE 111

crete. Yet personal experience in the case indicated that the amount of water used
and the quality of the sand were of little importance. Group experience, made up
of accumulation of the experiences and investigations of construction men and
engineers on hundreds of jobs shows the fallacy of such contentions. It proves that,
even though apparently satisfactory concrete has been produced with such materials,
the personal experience of the foreman cited is of little value in the light of the greater
group experience.

It is the work of the Portland Cement Association to gather the experiences of
engineers, contractors, foremen and builders everywhere, and to make these available
in the form of authoritative group experience. This group experience is made
available to everyone engaged in concrete construction through its publications and
through its representatives. It is yours for the asking.

Water Supply

THE seemingly paradoxical statement applying to concrete road construction,
namely: "Use as little water as possible for mixing and a great deal for curing,"
is beginning to receive the recognition which is its due. Highway engineers are
specifying the maximum amount of water permitted in the mix and the minimum
amount to be available for curing. It is distinctly a move in the right direction,
for the amount of water that ought to be used for these operations has an important
bearing on the quality of the completed pavement.

The specifications for concrete pavement built by the state of Washington require
that "60 per cent of the pipe line supplying water to a mixer using more than one
barrel of cement per batch shall have a minimum diameter of 3 inches and the remain-
ing 40 per cent shall have a minimum diameter of 2 inches."

To make assurance doubly sure, this clause is added: "The concrete pavement
in place and the subgrade shall have prior rights to the supply of water and if it
should develop that there is not enough water for all purposes, the concrete mixer
shall be shut down until the water needs of the concrete pavement and the subgrade
have been cared for."

Washington is not emphasizing unduly the need for ample water for curing.
This clause or a similar one would constitute an improvement to every specification
in which it does not appear.

112

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 5

From the Old to the New in
Wood County, Wis.

By F. F. MENGEL
Division Engineer, Wisconsin Highway Commission, Wisconsin Rapids, Wis.

"From mud, dust, decay, constant repair, expense, and discouraging
conditions, to clean, hard construction that lasts — that requires no painting,
can't rust or rot; that decreases distances and facilitates delivery; that
puts you in touch with the world; that makes your property an object of ad-
miration for others, a lasting satisfaction to your family and life worth while.
"This is the transformation that comes about through concrete roads as
Wood County is building them."
(Eleventh Annual Report of the Wood County Highway Commissioner — 1922}.

EXTENSIVE concrete highway building in Wood County dates back only to
1919. In that year the voters of the County adopted by a vote of nearly two to
one the plans submitted by the County Board to bond the county for $1,500,000
to build approximately 75 miles of concrete highways. It was believed at the time
that this would be the best investment ever made by the people of Wood County
and that benefits would be seen in five or six years. Not so the latter; benefits were
seen immediately.

Under the county plan, money derived from the bond issue was allotted for im-
provement of eight roads — and in each case the improvement was specified to be
cement concrete. The allotments were in varying amounts according to the length
of the road. On state routes, of course, the allotments were supplemented by State
Aid and Federal Aid funds.

Highway No. 18 in Wood County was built with the assistance of State and Federal Aid funds.

May, 1924

CONCRETE HIGHWAY MAGAZINE

113

Map of the concrete roads in
Wood County, Wis.

To retire the bond issue a direct tax | Mar5hfie,d ^j | cp™£*™

upon property, real and personal, was
levied. Each year, beginning in 1925,
bonds to the amount of $100,000 will be
paid off. The last of the bonds will have
been retired in 1940. Were the county
to have attempted to build a highway
system on $100,000 a year it would be
many years before, the system and re-
sultant benefits would have been realized.
As it is, the people of Wood County are
enjoying already the extensive returns
from a fifteen year investment. It is the
advantage of the bond issue plan.

Although the mileage expected from
bond issue funds has been somewhat
lessened — because of a general increase
in the cost of labor and materials, the addition of State and Federal funds has not
lessened the mileage anticipated. Wood County had — at the close of 1923 — over 100
miles of concrete highway within its boundaries. A ribbon of enduring concrete
connects practically every important city and village with every other. In order to
make the system even more complete, money is being appropriated to extend main
road pavements to the county lines that the highways can serve year 'round inter-
county traffic as well as that within the county. Permanent highway construction
will not stop with the completion of the bond issue system. Doubtless many miles
of concrete highway will be built in the future. But the back bone is there now —
carrying a traffic that increases with each year.

Progress of construction in the county since the bond issue was voted has been
steady with the exception of 1920. That year as in all lines of construction through-
out the country on account of shortages of materials due to strikes,

— -»— ._-jiiiii»MiMLM*Lii»n^i^^M ii .-I i.- •«••• • .- embargoes, lack of trans-

portation facilities,
scarcity of labor, etc.,
the county's program
was restricted. By the
first of June 1921, a de-
cided readjustment had
taken place and Wood
County received favor-
able bids on contracts
totaling 21 miles of con-
crete construction, and
grading work was pushed
on other routes. Nine-

Where Highway No. 1 3 crosses Highway No. 1 8 in Wood County. teen twenty-tWO was

114

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 5

There are 70 miles of delightful motoring over the even concrete
highways of Wood County, Wis.

even more favorable, 30
miles of concrete paving
being done that year. In
1923, approximately 20
miles were completed.

All of the paving on
state routes is 18 feet
wide and on county
routes it is 16 feet wide.
The highway laws in
Wisconsin provide for
paving through cities and
villages which are located
on the various state
routes. In most cases
these incorporated

places have provided for paving an additional strip along each side of the road, and
the building of curbs to make a full width concrete paved street. By their co-
operation with the State Highway Department in this respect the communities along
the highways have saved money. Plans and specifications for all highway work are
submitted to the State Highway Commission and paving is built to state stand-
ards and under state supervision.

In cases where traffic demands are heavy, the highways have been built wider
than 18 feet. The route along the Wisconsin River from Wisconsin Rapids through
Port Edwards to Nekoosa is 24 feet wide. This is an unusually attractive drive which
carries a heavy industrial traffic as well as a large number of passenger vehicles. In-
tersections are built with a view to safety, with superelevated, graceful turns. All
roads are well marked after the state plan.

One of the important features of the 1923 work was the completion of the all-
concrete loop circling
from Wisconsin Rapids
through Vesper, Arpin,
Auburndale, into Marsh-
field, the second city of
the county — and return-
ing to Wisconsin Rapids
by way of Pittsville. The
last gap has been com-
pleted and the loop now
comprises 70 miles of
smooth riding concrete —
a joy to both the pleasure
and commercial motorist
as well as a boon to the

f c \\T A r« Not only in tne road itself, but in the construction of bridges,

farmers Of Wood County. concrete was preferred by the roadbuilders.

May, 1924

CONCRETE HIGHWAY MAGAZINE

115

Care at Joints is Important

Especial care in the in-
stallation and finishing of
joints is necessary for
quality construction of
concrete pavements. The
joint material must be
placed truly vertical and
held in place firmly with
steel pins.

Concrete is then placed
against the filler and the
bulkhead is removed. To
insure that the concrete is
properly luted on both
sides of the joint, the luter
checks the surface with a
notched straight edge.

After the pavement
slab is finished, the final
finish at the joint is se-
cured with a split float
operated from the finish-
er's bridge. With a split
float, the pavement on
either side of the joint
material can be' finished to
exactly the same eleva-
tion.

Before the concrete has
hardened beyond work-
ability, the surface of the
pavement must be checked
with a straight edge,
notched at the center to
provide clearance for the
joint material. Any irregu-
larities must be corrected
immediately.

116

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 5

Paved Streets Attract Business to
El Paso, Illinois

By E. WENDLAND
Member, Board of Local Improvements, El Paso, Illinois

EL PASO paved its streets in self defense. When merchants learned that their
customers drove to the edge of town on the state pavements, looked at the
hub deep mud on the streets and then went on to a larger and better paved city to
trade, they knew something had to be done. If El Paso was to compete with the
larger places nearby in a business way it required pavements connecting the business
districts with the paved country highways. It was this need that started the program
which eventually led to the paving of 56 blocks with concrete.

Six years before construction actually was started, a mayor was elected because
he favored paving. But objections delayed action and it was not until 1922 that
the much needed improvements were gotten under way. Legal proceedings were
started in May, 1922, and the contract was awarded in February, 1923. At that
time fully nine- tenths of the property owners, though not open objectors, would
have preferred to leave the streets as they were. Now at least 80 per cent are glad
that the work was done.

Milo Taylor of Bloomington, 111., was retained to draw up plans and specifications
and to supervise construction. I. D. Lain, also of Bloomington, was the successful
bidder. Work was begun on May 14 and by August 15 the 52,725 square yards of
pavement and the 40,000 lineal feet of curb and gutter had all been placed. An
average output of 560 square yards per day, including Sundays, and holidays, was
maintained. The slab was 7 inches thick and was reinforced with wire mesh weighing
44 pounds per 100 square feet. Concrete was proportioned 1:2:3 with sand from

Glean gray concrete and wide grass plots have transformed the appearance of El Paso's streets.

This is Second Street.

May, 1924

CONCRETE HIGHWAY MAGAZINE

117

Third Street is one of £1 Paso's attractive, concrete- paved streets.

Lincoln as fine aggregate
and crushed rock from
Jolietas coarse aggregate.
Materials were hauled
from a central propor-
tioning plant in Ford
trucks and were dumped
directly into the skip of
a 2 1 E Foote mixer. Con-
crete was struck off,
tamped and finished. It
was cured with calcium
chloride.

Widths varied from
24 to 31 feet from back
to back of curbs, 3 feet of which was in two 18-inch gutter aprons. Curb and gutter
were built first and the gutter apron was used to support the subgrades and the
strike-off board. At street intersections, those parts of the pavement outside the
curb lines generally known as the "wings" were built first so that they could be used
to support finishing operations on the main portion of the slab. Transverse expan-
sion joints were placed at intervals of 33 feet.

The appearance of the city has been transformed by the improvement of the
streets. The old earth streets had previously been oiled each year at a cost of about
$3.00 for a 50-foot lot and under the old conditions, many taxpayers asserted that
this improvement was sufficient for a city of only 1,700 population. Now, however,
it is nearly impossible to sell a lot fronting on an unpaved street. The homes sold
on paved streets have brought increased prices which have more than paid for the
pavement. People who at first considered themselves lucky because their street
was not going to be paved, now find that their streets are shabby in comparison
with those having the clean, gray concrete pavement and the wide, sodded spaces

bounded by concrete
curbs and walks. To
remedy these conditions,
plans are already on foot
to pave 16 additional
blocks in 1924. With
its concrete paved state
highways and its im-
proved streets, El Paso
is now not only more
attractive, but it is easier
to enter. Merchants will
no longer see their cus-
tomers go to other towns
because El Paso's streets

Installing a joint. Careful construction methods have given . , ,

El Paso full value for its investment in concrete pavements. afC impassable.

118

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 5

"When Summer's Wealth of Glory
Thick Along the Road is Hung — "

How much more eager-
ly and confidently we ac-
cept the invitation of the
Road if the road is Con-
crete.

May, 1924

CONCRETE HIGHWAY MAGAZINE

119

I hied me off to Arcady,
The month it was the month of May,
And all along the pleasant way,
The morning birds were mad with

glee,

And all the flowers sprang up to see,
As I went on to Arcady.

CONCRETI

I FOR PERMANENCE

You Want
the

Pavement

That Pays Dividends

YOU know, from your own happy experience, what a
pleasure it is to drive on Portland Cement Concrete
Pavement.

You know that Portland Cement Concrete Pavement is
skidproof, rigid and unyielding.

You know that no matter how hot the day its surface
remains true and even.

You know, too, that the pleasing, light gray color of Con-
crete makes driving safe by night as well as by day.

Concrete Pavement consists of a definitely proportioned
mixture of sand, pebbles or broken stone, and water, held
together by the everlasting grip of that tenacious binder,
Portland cement.

Portland cement is the basic material that makes the Con-
crete Pavement endure. It builds repair out and the main-
tenance in.

You want your pavement to be an investment — not an
expense. You want to receive continuous dividends in service
and satisfaction. That means Portland Cement Concrete
Pavement.

The Portland Cement Association has a personal service to
offer individuals or communities. This service is designed to
give you more for your money — whether you use Concrete
or have it used for you.

Our booklets R-3 and R-4 tell many interesting
things about Concrete Roads and Streets. Would
you like us to send them? There is no charge.

PORTLAND CEMENT ASSOCIATION

A National Organization to Improve and Extend the Uses of Concrete

Atlanta Denver

Birmingham Des Moines
Boston Detroit

Charlotte. N. C. Helena
Chicago Indianapolis

Dallas Jacksonville

District Offices at
Kansas City New York
Los Angeles Oklahoma City
Memphis
Milwaukee
Minneapolis
New Orleans

Parkersburg
Philadelphia
Pittsburgh
Portland. Oreg.

Salt Lake City
San Francisco
Seattle
St. Louis
Vancouver. B. C.
Washington, D. C.

MAGAZINE

DEVOTED TO CONCRETE ROADS, STREETS C- ALLEYS

VoI.VIII June 1924 No. 6

Half-and-Half Construction
Albany County, N. Y

Progress in Phillips County, Ark., Due to Paved Roads - Page 136
A Page of Road Builders "Kinks" .... "132

Concrete for Permanence

Inspector

AT THE MIXER

MIXING the concrete and placing
it on the subgrade is, perhaps,
the most important item in the construc-
tion of a concrete pavement and is the
activity which requires the most care-
ful attention of the inspector. There
are numberless items to watch. Some
are listed here:

The subgrade must be low enough
to give the full thickness of the slab at
all points.

All ruts made by the mixer or the
trucks must be smoothed out.

Earth used to bring low spots to
grade must be tamped carefully until it
is as firm as other parts of the subgrade.

Forms must be in good alignment
and set at the proper grade with enough
bearing to hold them rigidly while the
concrete is being placed and finished.
It is well to watch the forms behind the
mixer and, if even the slightest displace-
ment is observed, to insist that they be
set more securely in the future.

It is better to have the subgrade
thoroughly wet a day ahead, rather than
just before placing concrete. If sprin-
kling is done immediately ahead of the
mixer, care must be taken that the
stream of water does not throw earth
on the edge of the concrete. Even a
slight covering of dirt or dust will cause
a plane of weakness which will result in
a ragged crack.

When the batch is placed on the
subgrade, shovelers must be careful not
to get earth mixed with the concrete.

Workmen must not walk on the soft
concrete after it has been struck off.

Boot tracks are usually filled with "soup"
which will shrink when setting and cause
a soft spot which will readily develop a
hole.

The surface of the concrete must be
watched constantly for high and low
places. Low spots are often filled with
water and are, therefore, hard to detect.

It is important that concrete which
is shovelled against the forms is not
deficient in mortar to prevent the edges
from being pitted with voids. If work-
men will work the concrete with the
back of the shovel toward the forms, it
will help in getting mortar at the edge
of the slab.

The steel must be covered sufficiently.

If the mixer is stopped for a period
too short to require a construction joint,
the old and new concrete should be
worked together when the mixer is
started again.

Too much mixing water reduces the
strength of the concrete. It is important
that slump tests be made often enough
to insure a uniform consistency, dry
enough to meet the requirements of the
specifications.

The mixing time must be adhered. to
rigidly.

Constant vigilance is the price
of a good job and it is at the
mixer that the inspector has the
best opportunity to demon-
strate his worth. No detail is
unimportant for it is the suc-
cessful accomplishment of each
operation that results in a
creditable pavement.

N26

A concrete bridge on the concrete paved Louisville-
Bardstown Road, Jefferson County, Ky.

Fire Protection and Bus Transportation

Assured by Concrete Pavements in

Oklahoma's University City

By JOHN G. LINDSAY

Mayor, Norman, Okla.

NORMAN is Okla-
homa's "Univer-
sity City." Here, among
teachers and students, is
concentrated greater en-
gineering knowledge than
in any other one com-
munity in the state.
This knowledge inevit-
ably influences the city
in any decisions it may
make concerning engin-
eering projects such as,
for instance, paving. In
this engineering atmos-
phere concrete has been almost exclusively selected as the paving material and the
city has the record of the largest street paving contract ever let in Oklahoma.

Concrete pavement was first used in Norman in 1916 and a little has been laid
nearly every year since then. In December 1920, however, there were several
petitions for paving from scattered districts. The City Commissioners combined
these and added to them to connect them up. When plans for this combined district

The approach to the impressive buildings of the University is
of attractive, clean concrete.

124

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 6

m-
of

Concrete pavements traverse the driveways on the campus
of the University of Oklahoma.

were completed it
eluded 110 blocks
paving.

In proposing such a
large program the Com-
missioners explained that
two things made pave-
ments a necessity in Nor-
man. The ground upon
which the city is built is
low and flat so that a
short rain will make dirt
streets practically impas-
sable for fire engines.
The city, then, needed
paving for fire protection.

Also there are no street railways. A bus company had been formed and was
giving the citizens a real service. The Commissioners wanted to make it possible to
extend this bus service and pavements were a prime necessity. Concrete was the
only type of paving considered for most of the property owners favored it.

Peckham, Sutton & James of Oklahoma City were selected to handle the engin-
eering and M. R. Amerman of Wichita, Kansas, was given the contract.

With two 2 IE mixers, a central proportioning plant and a fleet of 24 trucks,
the contractor completed the job in the record time of 5 months.

All except 8 blocks of this pavement were 24 feet wide. Two Lakewood finishing
machines were used on the 24-foot streets. Forms were set for several blocks ahead
of the mixer and the 24-foot width was put in with Lakewood subgraders and finish-
ing machines, as in country paving. A day or two later a smaller mixer followed and
put in alley and street intersection wings. The 6 by 18-inch straight curb was built
last of all, after the pavement had been opened to traffic.

Expansion joints were
put in at intersections
and at the end of the
day's run only. All ex-
cept 7 blocks of Nor-
man's concrete pavement
are built without rein-
forcement. Those 7
blocks have wire mesh
weighing 25 pounds per
100 square feet incor-
porated in the concrete.
There seems to be no
difference in the appear-
ance of the plain and

Norman's experience with concrete pavement extends over a i

period of seven years. reinforced concrete.

June, 1924

CONCRETE HIGHWAY MAGAZINE

125

This big job was completed in July 1922. That same year the same contractor
built 3,000 square yards of concrete driveways on the State University campus and
since then 40,000 additional square yards of concrete have been put on the city's
streets, so that there are now 150 blocks of concrete pavement and even new residence
sections are provided with a clean, smooth path to the business district.

A storm sewer which cost $100,000 was also completed in 1922. During 1923
the outlet for this sewer was extended with 60-inch concrete pipe at a cost of $12,000.

Norman's experience with concrete has now extended over a period of seven
years. As none of the pavements shows any signs of wearing out, we feel that we
have selected wisely and will probably go on saying, "Give us some more of the same !"

THE concrete-paved Wauhatchie Pike — a section of the Dixie Highway
— clings to the rocky slope of Lookout Mountain in Hamilton County,
Tenn. From this drive can be seen the famous Moccasin Bend of the
Tennessee River and in the distance are the tall buildings and tree shaded
streets of historic Chattanooga.

126

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 6

Reinforced Concrete Tie Cribbing Holds
Embankment on Connecticut Highway

•ftl

LL^KJ

THE Connecticut State Highway
Department has used reinforced
concrete ties for holding up embank-
ments in places where space restric-
tions prevented the necessary slope
for dirt fills.

The ties are of a special notched
design and are built up to form a lat-
tice work as shown. Ties are 5, 6 or
7 feet long, 6 by 8 inches in size and
are made of 1:3:5 concrete. The
four corners are reinforced with %-
inch rods.

The cribbing shown in the illus-
tration has been in successful use for
several years along Connecticut's
famous Naugatuck Valley Trunk
Line and additional ties have been
ordered to hold up steep embank-
ments at other locations.

June, 1924 CONCRETE HIGHWAY MAGAZINE 127

Beach Grass Prevents Sand Shoulders
from Shifting

By FRED G. LEMKE

Supervising Engineer, Bellevue and Allied Hospitals, New York City

THE use of beach grass, planted on the shoulders of concrete pavements, has
been found successful for preventing the blowing away of beach sands on
either side of driveways built by the Bellevue and Allied Hospitals of New York.

One such drive, about 300 feet long, was built last fall at the Neponsit Beach
Hospital for Children. The hospital is located on Neponsit Beach, on Rockaway
Point, Queens County, N. Y. The buildings are surrounded on all sides by shifting
beach sand, there being no obstruction to break the full force of the winds sweeping
in from the Atlantic Ocean.

The concrete service drive was built to connect the hospital buildings with
Washington Avenue. It was built 18 feet wide, of 6-8-6-inch plain concrete and
carried on an 8-inch bed
of tamped cinders placed
directly on the beach
sand. After the concrete

surface was completed, ^^^MBfc .^-aaawflMBIi

sand was banked up on WwBMPW
each side of the pavement -JSfc

and leveled.

Owing to the force
and eccentricities of the •
wind in this region and
its habit of scooping large
holes — sometimes 6 feet
deep — it was necessary to -"^

arlnr>t tmrnp. mpfVinrl r>f Planting beach grass at the side of the road to prevent the sand
adopt SOI from blowing out from under the pavement.

preventing the sand

from being blown out from under the edges of the concrete, thereby weakening the

supporting power of the subgrade.

The sand shoulders were gently sloped away from the concrete and beach grass,
which grows abundantly in the vicinity, was dug up, roots and all, and replanted
closely to a width of 4 feet along the shoulders on both sides of the pavement. The
roots of the grass were set at their normal depth of from 6 to 8 inches.

It took 4 men between 4 and 5 days to plant the grass along the entire 300 feet
of pavement. The cost was approximately $250 — about 10 cents per square foot;
but the time and expense were fully warranted by the protection obtained through
this unique method.

128

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 6

Southern New York Village Favors
Concrete Pavements

By JOHN M. DEMING
President, Village of Warwick, New York

TAXPAYERS in Warwick, New York, are well pleased with the concrete pave-
ment in the village, because they consider it is saving their money. They
haven't forgotten the years before when it cost from $3000 to $4000 each year to
keep Main Street alone in shape. After each visit of Old Man Winter, the dirt
and gravel surfaces practically had to be rebuilt.

Warwick is an incorporated village of approximately 2,500 inhabitants. It is
located in a farming section of Orange County, on the Lehigh and Hudson Railroad,
65 miles northwest of New York City by rail. The main industry of the village
centers in the shops of the railroad company and in the business of catering to the
farmers who come in from the surrounding country to trade.

The first call for a
hard surface on Main
Street came in the spring
of 1921. The annual
mud tax had come once
too often and too heavily.
The President and Trus-
tees of the village made
a trip to inspect concrete
roads and streets in West-
chester County and to
see other types elsewhere.
They came back to War-
wick thoroughly con-
vinced that concrete was
the best pavement for

So pleased were the taxpayers of Warwick with their first

venture in concrete paving that additional pavement

of the same type was built in succeeding years.

Warwick.

Accordingly, an estimate was made for the paving of Main Street, part of West
Street and Railroad Avenue! To pay for this construction the taxpayers of the
village at a special election voted bonds to be issued to the amount of $50,000.
Proposals were then taken for the concrete paving.

The contract was awarded and the work started before the first of July 1921
by the Schunnemunk Construction Company of Highland Mills, New York. The
pavement on these three streets is all 63^ inches thick, of 1:2:3 mix, reinforced with
mesh weighing 43 pounds per 100 square feet, and has joints 100 feet apart locked
with 18-inch dowel bars placed 4 feet apart. On Main Street, the concrete between
curbs is 40 feet wide. This was built by first paving a 20-foot strip down the center

June, 1924

CONCRETE HIGHWAY MAGAZINE

129

and the 10-foot side strips
afterwards. A good rid-
ing surface was in this
way secured as it allowed
the use of a shorter
strikeboard.

So well pleased were
the residents and village
officers with the hard,
even concrete and the
saving it effected, that in
1923 additional streets
were selected for im-
provement. Another
special election was held
and the taxpayers voted
$75,000 in bonds to im-
prove four residence streets with reinforced concrete. These streets end on end
totaled more than a mile of paving, of widths from 18 to 45 feet.

Although not the lowest bidder, the Schunnemunk Construction Company,
because of the previous satisfactory work, was awarded this new contract. After
the concrete was placed, the streets were kept closed for 14 to 24 days, during which
the pavement was cured by wet straw. The year's work, consisting of 22,000 square
yards, was completed during 1923 and the taxpayers on these streets expect that
the mud tax of former years will pay for the pavement, as it is doing so satisfactorily
on Main Street.

Engineering and inspection of Warwick's paving were furnished by H. E. Breed,
Consulting Engineer, New York City.

After the pavement was placed and belted it was covered with
a deep layer of wet straw. After from 14 to 24 days of
this curing the street was opened to traffic.

'pOURISTS pass-
-*• ing through
Huntington, W.
Virginia, are able to
change crankcase oil
with a minimum
amount of time and
expense through the
installation of the
concrete pit here
shown. This service
has proved so satis-
factory that three
more pits are being
installed.

130

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 6

California ^49?er" Town Builds Concrete

Pavements

By M. J. BROCK
Mayor, Grass Valley, California

GRASS VALLEY is among the
oldest of California's mining
towns. In the early fifties its streets
were traveled by gold seekers with
packs upon their backs, by trains of
burros laden with mine tools or pros-
pector's supplies, and by the successful
placer miner with his poke of gold dust
and the desire for a few days' recreation.

Grass Valley became a community
in 1849 during the fever of the gold rush.
It was just half way between the mining
camps of Nevada City and Rough-and-
Ready, so it was called Centerville. In
those hectic days men who had journeyed
together across the plains often staked
claims in a group for protection and
companionship and named the ravine
or creek upon which they were located
after the place from which they had
come. Names such as Boston Ravine or Rhode Island Ravine still persist in
marked contrast to the Spanish names which predominate in other parts of Califor-
nia. It is this region which Bret Harte has made famous by his stories of mining
camp life and in memory of him the new reinforced concrete hotel at Grass
Valley is called the "Bret Harte."

In those early days Grass Valley boasted one of the richest placer mines in all
California. Placer mining is over now but the Empire, the oldest and largest quartz
mine in the state is still running and produces from one and a half to two million
dollars worth of gold a year, though it was founded in 1852. The Empire and its
neighbor, the North Star, are also the deepest gold mines in the United States and
possibly in the world. Both are well below sea level and the headings in the North
Star are 6,500 feet below ground. It is these mines, with payrolls aggregating about
$150,000 a month, which have kept Grass Valley a flourishing city while nearly all
the other mining camps have grown smaller and smaller or been entirely deserted.

The mines are not the only source of income, however. Each year thousands of
tourists visit this territory and Grass Valley, with its fine hotel and its auto camp

The new concrete pavement leads the motorist
into the heart of Grass Valley, one of Cali-
fornia's oldest towns. The pavement
was cured under a covering of
damp earth.

June, 1924

CONCRETE HIGHWAY MAGAZINE

131

The finishers closely followed the mixer.

The concrete was struck off with a

wooden template.

with a concrete swimming pool and concrete tennis court, is an attractive place
to stop. To make it still more attractive and to eliminate the mud and dust of
the old earth streets the city trustees decided to pave the principal thorough-
fares. A bond issue of $100,000 for street improvements was voted on and
carried by a substantial majority. Con-
crete was selected as the paving material
and a contract for 40,000 square yards
was let to the Healy-Tibbets Construc-
tion Company of San Francisco.

Since the city as a whole will be
taxed for the bonds only an 18- or 20-foot
strip in the center of the street was
paved with the bond issue funds. The
rest of the width to the gutters will be
paved later and will be paid for by a
special assessment against abutting
property.

The contractor was able to make the
city a very low price because the old
mine dumps in the vicinity contain
plenty of rock suitable for concrete
work. A crushing plant built the pre-
vious year to furnish stone for a state
road job was still set up ready for use and the city got the benefit of the saving.
Mine tailings were used for sand, but investigation disclosed that they were too
fine and too poorly graded to make the best concrete so they were mixed with stone
screenings from the crushing plant. Materials were hauled from the crush-
er in 5-ton trucks and dumped on the
subgrade from which they were trans-
ferred to the mixer skip in wheelbarrows.
The pavement was struck off with a
wooden hand template and was finished
with two wood belts and a longitudinal
float. The pavement was then blanketed
with a layer of wet earth and allowed
to cure for a period of ten days.

The pavement was finished in Decem-
ber 1923. The business and residence
districts are now connected by streets
which will be good winter or summer, rain
or shine, and the old hills, which have
looked down on the beginning of so
many enterprises, now look down upon
the result of the largest enterprise ever

Final finish of Grass Valley's pavements was undertaken solely for the good of the
obtained with a wood "belt." community.

A PAGE C

A few "tricks of the trade" th
in various parts of the country
They save time and money.

An "A" frame to which is fastened a hopper, is a
device by which truck time can be saved. The hopper
is filled with a scraper pulled by a gasoline engine.

By pulling a portable aggregate bin
aggregates along the street, this coi
to the mixer at a minimum. >

Steel channels bolted to a strike board, as shown, enable
operators to strike off a pavement between curbs. The curb
acts as the side form.

A special short strike-off board, cut to the surface contour
between rails, is a time-saving item of equipment for placing
concrete in track zones.

This is the way in which an Ohio
pavement was in place. A small ga
truck operates the scrapers.

F "KINKS"

Ijive been tried out with success
|he highway construction field.

When the concrete sticks in the dump body of the
truck, a chain, placed around the outside edges of
the box as shown, will, when pulled by two laborers,
cause the material to dump freely.

1 a movable crane, and distributing
>r was able to keep his truck haul

Uctor built the shoulders after the
engine mounted on a self-propelled

Another means of making trucks hauling mixed concrete dump
clean is to use false bottoms of canvas. These are fastened
to the upper end of the dump body.

Rates of Subscrip-
tion:

In United States,

Canada and

Cuba.

Yearly $1.50

Notify the Edi-
tor at once of
change of address
and of non-de-
livery.

MAGAZINE

Vol. VIII

JUNE, 1924

No. 6

Published Monthly by
PORTLAND CEMENT ASSOCIATION

111 WEST WASHINGTON STREET - CHICAGO, ILL.
Concrete for Permanence

Highway Widths

ALMOST any pleasant Sunday afternoon is a proper time to make a study of
width requirements for our country highways. On such a day the city's
congestion is transferred to the country. The motorist and his family, out for a
pleasure ride, become nothing more than a unit in an interminably long procession
of motor vehicles. Pleasure gives way to anxiety and the joy of motoring is throttled
in the concentration required to stave off a thousand threatened accidents. Driving
is more of an ordeal than a pleasure.

Wayne County, Mich., long in the front ranks of highway development, has
taken steps to provide roads of sufficient width. Each year some of the old concrete
highways, put down during the early period of the County's highway building pro-
gram, are being widened to care for the increased traffic. Some of the heavier
traveled roads are widened to 30 feet and all highways less than 18 feet wide have
been widened to a minimum width of 20 feet. Anticipating the need for increasing
the width of other highways, the County is purchasing additional right-of-way to
prepare for the increased width. The addition of concrete shoulders not only
makes travel safer and more pleasant, but assists materially in reducing the excessive
cost of maintaining gravel and macadam shoulders.

Not all counties have the intensive traffic found in Wayne County. But the
question of adequate width as it affects safety and pleasure as well as upkeep is a
matter worthy of consideration on even the lighter traveled highways. Double
track highways require a width of 18 feet. With truck bodies 7 feet wide and auto-
mobile bodies 5^ feet wide, this width is necessary for vehicles to travel about \1A
feet from the edge of the pavement and, for safety, require clearance of 3 feet. Such
highways can safely handle traffic until such a time as pavement surface for three
and four lanes of traffic roads is demanded.

Paved roads attract traffic. The road capable of caring for the traffic of today
will be inadequate for the traffic of tomorrow and farsighted highway officials are
making provision for future widening. Highway engineers have found that the
concrete highway adapts itself readily to this widening process. Wayne County's
experience illustrates the point. Roads built in 1912 and 1913 still constitute the
center portion of the widened highways and are in excellent condition. For many
years these old pavements have carried the burden of traffic safely and economically.
When increased traffic demanded wider pavements, the old road formed a part of
the new road and the money invested in the original slab was conserved, forming a

June, 1924 CONCRETE HIGHWAY MAGAZINE 135

first payment on the road required by today's traffic. By looking ahead, providing
adequate right-of-way, building a pavement surface of enduring concrete and widen-
ing that pavement as the need arises, highway officials can serve the taxpayers in
their communities to the best advantage at the least expense.

Surface Finish

STATE highway departments are properly devoting increased attention to the
surface finish of concrete highways. Thirty states now have clauses in their
specifications limiting the allowable variation from the true surface contour. All
but two states place the maximum allowable variation at % inch and two place it
at Ke inch. In 1920 only 21 states carried provisions in the specifications concerning
this important feature and some states which in 1920 allowed a variation of % inch
have reduced this to l/i inch.

Not only are state specifications more definite in their requirements, but high-
way engineers are insisting that these specifications be fully complied with, making
provisions for the enforcement of the clause. In at least one state, the surface is
carefully checked before the pavement is accepted and all spots varying from the
specified requirements are marked. The contractor is then required to bush hammer
these places until the surface is satisfactory to the engineer.

Care in finishing is one of the most important requisites for a well-built concrete
pavement. For maximum comfort, economy and durability of the pavement itself,
the surface must be free from irregularities. Careful work and proper finishing meth-
ods will assure a true pavement surface. Once it has hardened, a concrete pavement
"stays put." A properly finished road remains even, while a poorly finished road
is a constant reminder of carelessness or lack of skill in construction.

Personally Conducted Highway Tours

ONE of the many developments that has followed the construction of paved
highways is the inauguration of long distance sightseeing tours via highway.
Big, luxuriously appointed motor buses carry parties of tourists on schedule time
over long distances to points of historic and scenic interest. The rates are remark-
ably low. Sometimes these tours cover combinations of railway, highway and water
transportation and in at least one instance they are arranged by an electric interurban
traction company.

In the advertisements prepared to attract patrons, improved highways are
prominently featured. Concrete roads, as the most desirable pavement for comfort,
are set forth as assurance of comfortable travel.

Thus the paved road has added another means of serving the community. People
without cars of their own can now enjoy the pleasures of highway travel. And the
towns along the route benefit by the increased tourist business brought by the long-
distance buses. Without paved roads such tours would be financially impossible,
schedules could not be maintained and travel would be far from comfortable.

136

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No.6

Paved Highways the Key of Progress in
Phillips County, Arkansas

By SEBASTIAN STRAUB
Helena, Ark.

BACK in 1919, Phillips County, Ark., let a single contract for 61.1 miles of
concrete pavement. At that time it was the longest mileage ever let to one
contractor and since then has only been exceeded by the contract let in Maricopa
County, Ariz. Grading operations and car and material shortages have so delayed
the paving work that it was just completed in 1923, but the benefits of hard-surfaced
highways have been evident from the time the first few miles were finished.

Phillips County lies in the crotch formed by the confluence of the Mississippi and
White rivers. The soil is an alluvial deposit varying from a sandy loam to gumbo.
The lower end of the county is subject to overflow by back-water from
the Mississippi. Originally the land was entirely covered by a dense growth of
timber. Lumbering first removed the valuable trees, then some farms were cleared
and planted to cotton or corn. This latter development has occurred within the
last ten years and there still are great tracts of uncleared land which, if developed,
could be made into some of the richest cotton plantations in the state.

One drawback has been the difficulty of getting to the more remote corners of
the county. The earth roads, raised but little above the surrounding low land, are
often impassable to loaded vehicles for 8 months in the year. During that time
people go to and from town on the train or horseback. Even in good weather six
mules were re-
quired to pull a
two- or three-ton
load over an earth
road to the nearest
railway siding and
a twelve-mile trip
to town required
the whole day. On
that account much
of the good farm
land lay as the
lumberman had left
it, covered with
small trees and
underbrush.

The further de-
velopment of the
resources of the
county seemed to

Concrete roads in Phillips County are six

inches thick, proportioned according to

Abram's tables, so as to assure a

strength of 2,200 Ib. per sq. in.

require a system of
better highways so,
when the 1919 leg-
islature passed a
law permitting
counties to form
road districts, the
five commissioners
immediately took
advantage of the
opportunity. A
district was formed
and bids were
taken for the whole
61 miles of pave-
ment. This was in
the years of infla-
tion, just after the
war and, while
everyone conceded

June, 1924

CONCRETE HIGHWAY MAGAZINE

137

the great need of pavements, some thought that it would be better to wait till
conditions became more nearly normal before going ahead with any permanent
construction. Although the commissioners had the power to go ahead with any
improvements they thought necessary, they felt they did not want to force paving
on the people of the county if it was not wanted.

A meeting of property owners was called after bids had been taken, but before
the contract had been let. As four property owners held title to more than half the
land bordering the 61 miles of road it seemed hardly fair to decide either for or
against paving on the basis of the area of land owned, for a good road may be even
more important to a man with a small farm than to one who owns a whole township.
After talks by persons both for and against immediate paving the roll was called,
giving each man an equal vote regardless of the acreage owned. Those who had
favored paving were much surprised when every man present voted to go ahead at
once. Carrying out that wish the contract was let to J. A. Burt, the only bidder on
Portland cement concrete. The Wilhelm Construction Co. subcontracted the whole
61 miles of pavement and, in turn, sublet certain sections to four other contractors.

In designing the pave-
ment a width of 14 feet
was decided upon. In
spite of the fact that this
width has not been found
satisfactory in other
places it is the one best
fitted to conditions in
Phillips County. A pav-
ment was not needed be-
cause of the great number
of vehicles which use the
roads, but because the
earth roads are impas-
sable. Gravel surfacing
had been proposed but
as part of the highways are subject to overflow, L. P. Parmelee, the engineer in
charge, felt sure that gravel would be washed out or hopelessly rutted in a single
season and maintenance costs thus made high. The question was whether to build
47 miles of standard 18-foot highway or a greater mileage of the narrowest pavement
on which two vehicles could pass. Distance seemed most important, so the 14-foot
width was selected.

On curves the slab is widened to a maximum of 19 feet to conform with the
U. S. Bureau of Roads standards and is super-elevated a maximum of % inch per foot.

The pavement is 6 inches thick. The proportions used were those given in
Abrams' tables for concrete with a strength of 2,200 pounds per square inch. Test
cylinders taken from the pavement at 1 ,000-foot intervals showed an average crushing
strength of 2,500 pounds per square inch.

The five contractors used three methods of construction. Three outfits hauled
proportioned batches in trucks, two used industrial railway and one deposited aggre-

Logs from the lumbering industry in Phillips County are

dragged to the concrete road where they are loaded on

trucks and taken to the sawmill.

138

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 6

Concrete high
made it

is provide the transportation facilities which
ble to develop rich agricultural lands in
remote corners of the county.

gate on the subgrade and
transferred it to the mixer
skip in wheelbarrows.

On some sections
wood forms were used
while other contractors
had steel forms. The
steel forms secured a
noticeably smoother rid-
ing pavement.

Most of the cotton
and other crops of the
county are raised by ne-
groes who work the land
on shares while the owner
lives in town. These
share-croppers require intermittent supervision or the work will be neglected. With
the old mud roads an inspection trip to a plantation would require one and some-
times two days. Now such a trip can be made in a morning, leaving the after-
noon for other business. As a consequence plantations are better managed and
land at a greater distance from town is cultivated.

Cotton is the big crop in Phillips County and there are two seasons when cotton
needs extra labor. Formerly it was the practice to hire negro families temporarily,
housing them on the plantation. Now-a-days it is hard to find families for this
temporary work. Last year the cotton crop was saved by hauling bus and truck
loads of women and children from Helena to the cotton fields each morning and taking
them back that night. Laborers would work that way who would not live upon the
plantation. Without the concrete roads this transportation would have been
impossible.

Sweet potatoes are another profitable crop in Phillips County. In the past they
have been marketed as soon as they were dug, because if they were stored to wait

for higher prices the
roads would get so
rough the potatoes
would be bruised and
spoiled in transport. Now
planters have big storage
rooms and sell potatoes
when the price is best,
getting double what they
have received during the
summer months.

Traveling over the
concrete pavement a

FergusoiT Road leads from the cotton fields into the heart Ford truck wil1 haul 10°
of Helena.

June, 1924

CONCRETE HIGHWAY MAGAZINE

139

crates of sweet potatoes to town, making four trips of 25 miles each a day. Before
the pavement was built it would have required four mule teams to do the same work
now done by the one truck.

Lumbering is still an important industry also. Four or six-mule teams haul
the heavy logs to the pavement where they are loaded onto trucks which haul them
12 to 17 miles to the sawmill for from $4 to $7 per thousand board feet.

Big as these benefits are to the people who live along the pavement the City of
Helena will get still greater returns. In the past nearly all cotton was hauled to the
nearest railway siding and shipped directly to Helena. Now, however, farmers can
haul forty or fifty miles to Helena, load their cotton on a boat bound for New
Orleans and save 20 per cent of the rail freight charges, or about $3,500 on a 7,500
to 10,000-ton cargo.

To take care of the increased river business the government has been asked to
appropriate $200,000 to assist in building a terminal at Helena. That will make the
county seat the shipping point, not only for cotton, but for rice and lumber and a
distributing point for sugar and other products from down the river.

Without paved roads
there would never have
been enough business to
justify a boat terminal.
We have, then, a new
enterprise costing consid-
erable money These con-
crete roads will be used
by trucks to distribute a
vast amount of merchan-
dise handled through the
terminal.

Once a community
shows its progressive
spirit its business begins

Cotton grown along the concrete highways is picked by children
to grow. and women hauled to and from town in motor vehicles.

Arkansas Extends its Concrete Road Mileage

Arkansas, like other states, is advancing its road building program each year.

At the end of 1923, the state had 1,689,600 square yards of concrete pavement
completed. There were 116,160 square yards of concrete paving unfinished in
1923 and carried over to 1924.

At present there are 591,360 square yards under contract or in actual con-
struction.

Arkansas, like many of her sister states, will soon be riding over the true, even
plane of the concrete highway when she goes about her business.

140

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 6

Winter Stock Piling Speeds Construc-
tion of Pacific Highway

IN THE construction of a section of the Pacific Highway between Toledo and
Kalama, Wash., the value of material storage during the winter months was
again demonstrated. It was planned to complete 37.3 miles of 20-foot concrete
pavement on this important highway during the 1923 construction season and in
order to assure this, the State Highway Department of Washington arranged to
store the sand and pebbles for the entire project before actual construction began.

The 37.3 miles of pavement to be improved were divided into seven sections,
five of which were approximately 5 miles in length and two, 6 miles long. On six
of these sections it was necessary to construct unloading spurs. The state graded
and prepared the ground and also paid the cost of labor for track laying while the
Northern Pacific Railroad furnished all track materials.

Bids were called for furnishing the sand and pebbles in the stock piles. Of the
total amount required,
105,000 cubic yards were
to be shipped in by rail
and 9,000 cubic yards of
pebbles were to be taken
from the Cowlitz River
at Toledo. The Pioneer
Sand and Gravel Com-
pany was the low bidder
and was awarded the
contract. The pit from
which the materials were
taken was located at
Steilacoom, Wash., a dis-
tance of 82 miles by rail
from the center of the
improvement, making
the freight rate 4.7 cents per 100 pounds.

Thirty cars were delivered on an average each day. Approximately 36 cubic
yards of pebbles and 38 cubic yards of sand were loaded to a car. The materials
were inspected at the plant before loading and measured in the cars before shipment.
The cars were measured again at the point of delivery before unloading and any
loss caused by cars in bad order was borne by the railroad. An allowance for waste
was made by the state on a basis of not less than 10 per cent and not more than
12 per cent on sand and not less than 12 per cent nor more than 13 per cent on pebbles.

It was found that at the loading point sand weighed 2,863 pounds per cubic
yard, while at the point of delivery in a settled condition the sand weighed 3,138
pounds per cubic yard. A settlement of 9% per cent in depth was observed.

Contracts for constructing the concrete pavement were awarded on the basis

In order to assure completion of a section of the Pacific High-
way aggregates were stored in winter.

June, 1924

CONCRETE HIGHWAY MAGAZINE

141

of having the sand and
pebbles delivered in
stock piles free, but the
contractor was required
to include in his bid the
cost of moving the mate-
rials from the stock piles
to the subgrade. The
jobs were finished in
ample time and the com-
pletion of this important
section was a factor in
the opening of the now
completely paved Pacific
Highway — a veritable
boulevard from Van-
couver, B. C-, through Washington and Oregon to the California state line.

Before actual work was started more than 100,000 yards of
aggregate had been handled and stored by the locomotive
cranes.

Contractors Take Pride in Their Work

/CONTRACTORS as well as builders of many other fine articles take pride in
^-^ work well done. When the Thoney Pietro Construction Company of Morgan-
town, W. Virginia, recently completed the construction of a seven-mile link of the
Northwestern Pike between Ellenboro and Pennsboro it received many congratu-
lations on the splendid piece of concrete work it had done.

Thoney Pietro with a feeling of pride in his work decided to leave some practical
monument that future generations might know who had laid the roadway over which
they were traveling.

During the course of the work a fine clear spring had been uncovered along the
road". This was enclosed in concrete and sealed against the solid rock, so that there
would be no chance for contamination. A basin in front catches the water as it
drips down. The overflow is carried by pipe to a horse trough some 60 feet
down the road. Thus
animals as well as men
may partake of Mr.
Pietro's generosity.

The spring is cur-
tained off by a wall of
concrete which bears the
inscription "Compli-
ments of the Thoney
Pietro Construction
Company."

142

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 6

A Tourist's Trail in the Badger State

Milwaukee

LOG

Fond du Lac. . . .

Inter
Mileage
68

Total
Mileage
68

Fond du Lac

Portage

141

Portage

Madison

214

Madison

Monroe

262

Monroe

Milwaukee

115

377

FOND Du LAC

PERFECT motoring pleasure is
assured the tourist in Wisconsin.
Mile after mile of hard, clean concrete
and smooth gravel highways leads to
the farthest corners of this state, famous
for its scenic attractions and good roads.

A particularly inviting trip, shown
on the map, touches a number of Wis-
consin's finest scenic spots including the
Dells, with its Witches' Gulch, Cold-
water Canon, Artist's Glen, and Devil's
Lake, a basin seemingly scooped out of
a mountain, and having no known inlet
or outlet. In addition to the spots made
beautiful by Mother Nature, there are
man-made cities and villages along the
highway that hold a wealth of interest.

The starting point is Milwaukee, the metropolis of the state. From here, State
Trunk High way 15 leads the tourist over an all-concrete-paved route to Fond du Lac,
the city with the quaint French name which means "End of the Lake."

Traveling west on Highway 23, the motorist passes through Ripon, at one time
a flourishing home of Fourierities who held property in common and who had a
fixed return for capital and labor. Then comes Green Lake, a pleasant, well patron-
ized summer resort. Beyond, the trail winds into Portage. As indicated by its name,
this place was once the scene of canoe bearers making portages between the Fox and Wis-

BURLiNGTON
ELKHORN

Legend

IB Concrete Pavirvg
i — i Other Types

One of Wisconsin's attractive motoring tours.

B£LOIT

The concrete pavement on State Trunk Highway 15 leads the motorist
Wisconsin's richest agricultural districts.

through some of

June, 1924

CONCRETE HIGHWAY MAGAZINE

143

Devil's Lake offers many attractions to
the motorist.

consin Rivers. It was at this point that
Marquette and Joliet left the Fox River
and entered the Wisconsin River in 1673.
This famous old portage is now a canal.

The trip is not complete unless a visit
is made to Kilbourn, the doorway to the
famous Wisconsin Dells. Regularly con-
ducted tours enable visitors to view the
fanciful figures and mossy, narrow canons
in which only the music of softly falling water breaks the overpowering silence.

A fine gravel stretch leads on to Baraboo from which a memorial concrete high-
way extends through Devils Lake State Park to Devils Lake. The lake is picturesque
in its setting, surrounded by steep, rocky bluffs 500 to 600 feet high.

From Baraboo it is just 40 miles to the beautiful capital city. Few American
cities can match the beauty of Madison in its setting of natural grandeur. The
campus of the University of Wisconsin, stretching for miles along the wooded shores
of Lake Mendota, is justly considered one of the most beautiful in the country.
Many other points are worth visiting, including the terminal morains of the great
ice sheet which once covered the region and the white granite capitol from the dome
of which is afforded a good view of the city and the surrounding country.

Back on the highway, some miles south where the route enters Green County,
motorists find a smooth riding concrete surface all the way into Monroe, the

American Switzerland.

The early settlers from that little re-
public across the sea selected this spot,
because of its similarity to their own
country. Synonymous with Swiss in-
dustry, the settlement is now the richest

i- distinctly dairy district for its area in

the world.

From Monroe, the trail laid out turns
east to Milwaukee. The surface is
gravel to Beloit and continuous
concrete the rest of the distance. Fine
concrete streets which invite in-
spection are found
in the cities and
towns along the
way. Also, mo-
torists see portions
of the extensive
concrete road sys-
tems of Walworth,
Waukesha and Mil-
waukee counties.

Concrete Pavements

are Safe for
Night Driving, too

TVTO wonder motorists everywhere are enthusiastic
•*"^ boosters for Concrete Streets and Roads.

In addition to saving gasoline, prolonging the life
of the car, and assuring greater comfort and ease of
travel, Concrete Highways are safe highways.

They are safe by day, and safe by night — skid-
proof, rigid and unyielding. They are also a pleasing
light gray in color — even on a starless, moonless
night you can hold your path surely and steadily
when you motor on Concrete.

Remember, standard Concrete Pavement is made
of a definitely proportioned mixture of sand and
pebbles, or broken stone, held together by that
tenacious binder, portland cement.

You want your pavements to be an investment —
not an expense. You want to receive dividends in
service and satisfaction. That means Portland
Cement Concrete Pavement.

The Portland Cement Association has a personal service to

offer individuals or communities. This service is designed to

give you more for your money — whether you use Concrete or
have it used for you.

Our booklet R-4 tells many interesting things about

Concrete Streets. Write the District Office nearest you

for your copy

PORTLAND CEMENT ASSOCIATION

A National Organization tolmprove and Extend the Uses of Concrete

District Offices at

Atlanta Denver Kansas City New York Salt Lake City

Birmingham Des Moines Los Angeles Oklahoma City San Francisco

Boston Detroit Memphis Parkersburg Seattle

Charlotte. N. C. Helena Milwaukee Philadelphia St. Louis

Chicago Indianapolis Minneapolis Pittsburgh Vancouver, B. C.

Dallas Jacksonville New Orleans Portland, Oreg. Washington, D. C.

DEVOTED TO CONCRETE ROADS, STREETS GALLEYS

VoI.VIII

July 1924

No. 7

Concrete Arch Bridge built by
New York Board of Water Supp
at Ashokan Reservoir, N. Y.

City Planning and Zoning

Safety — A Feature of Highway Design

Page 150
Page 156

zz:

Concrete for Permanence

Inspector

FINISHING THE SURFACE

A ROAD is judged by its surface.
Few road users know what ma-
terials were used in the slab, how care-
fully it was designed or how conscien-
tiously the details of construction were
carried out. But if it does not ride
smoothly, every one knows it and calls
the entire job "bad." In no other part
of pavement building is the inspector so
absolutely responsible for quality as in
surface finishing. He alone determines
whether the riding public will condemn
or approve the work.
Rigid Forms

The first requirement for an even
surface is forms which are not depressed
by the finishing machine or the strike-off
template. Ends of forms should be inter-
locked. Foundations should be solid
earth or stakes.
Uniform Consistency

The consistency of all batches should
be uniform. This is especially true on
grades where a wet batch may flow or
"bag down," forming surface waves.
Uniform Strike-Off

With either machine or hand finish-
ing a nearly equal amount of concrete
should be carried ahead of the strike-off
template. Too much will lift the tem-
plate above the forms, causing ridges;
too little will leave surface low spots.
Proper Tamping

Tamping should cease as soon as the
coarse aggregate is submerged. Too
much tamping brings an excess of mortar
to the surface and may cause scaling.
Proper Belting

In hand belting, the strokes for the
first belting should be long to trim off
longitudinal ridges. Strokes for the

second belting should be short and the
forward movement more rapid to elimi-
nate transverse ridges and to wipe out
the marks of the first belting. The final
belting should be given after the water
sheen has disappeared so as to produce
the desired granular finish.
Longitudinal Float

The longitudinal float eliminates any
unevenness which would cause a rough
riding surface. Strokes should be short,
to trim off transverse ridges. Each
floating should overlap previous strokes
one-half the length of the float.
Finishing Joints

Joints require especial care. They
must be at right angles to the pavement
surface. In striking off concrete near a
joint, the template should always be
operated away from the joint. The con-
crete on each side of an expansion joint
should be finished with a split float which
bridges the joint and the surface should
be checked with a notched straightedge
extending on each side of the expansion
material. Joints made at the end of the
day's run should be straightedged before
the inspector leaves for the day — it will
be too late in the morning.
Checking the Surface

During the finishing operations the
inspector should check the surface con-
tour by eye, calling attention to any
irregularities. After the concrete has
become firm enough to support a straight-
edge but before it has become too hard
to permit alterations every square yard
of it should be checked with a straight-
edge. High spots must then be leveled
and low spots brought to grade until the
entire surface is true and even.

1924
N27

The Lincoln Highway near Gettysburg, Pa

Warren County, N. J., Shows Notable

Progress in Concrete Road

Construction

By H. W. VETTER
County Engineer, Hackettstown, N. J.

BEFORE 1920, there was less than five miles of concrete road in Warren County.
One mile of the five was an experimental road which, though not the best ex-
ample of concrete construction by any means, had been under heavy traffic since 1912,
and greatly influenced the county in favor of that type of road. Since the beginning
of 1920, 34.3 miles of durable concrete highway have been built on state and county
routes; this, together with the fact that all state through routes in the country
have been practically
completed, shows very
convincingly the remark-
able achievement in
rapid advancement.

Highways play an un-
usually large part in the
transportation scheme of
Warren County. The
foothills of the Blue
Ridge Mountains lie
within the county and
this fact alone — that
motor travel must move • .. il~— .

Over these hills to reach Since 1912, the experimental stretch of concrete road built by

nnp fprtilp ™1W frr»m the New Jersey State Highway Department has served

One tertlle valley irom Warren County's highway traffic.

148

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 7

WARREN COUNTY, N.J.

(BLOOMSBURY

Legend.

Concrete Pavement.
Main Roads.

Concrete highways extend to all the
important points in Warren County.

another — presents sufficient reason for

concrete highways that offer the least

resistance on upgrade stretches and the

safest surface on downgrade slopes.

Moreover, most of the traffic from eastern

Pennsylvania to points in northern New

Jersey and New York converges at the

bridge over the Delaware between Eas-

ton, Pa., and Phillipsburg, N. J., and

uses Warren County highways.

In 1918, the Board of Freeholders of

this county, convinced of the imperative

need for hard surface roads of the most

durable type, outlined an improvement

program wherein concrete was specified

for all paving. While some county work

was carried on in 1919 and 1920, the

actual construction program began in

1921.

Although the State had passed its Highway Act in 1918 and mapped out a state

highway system, it had not the funds to improve the roads that lay on the system.

Until such a time as the state would have funds for construction, counties were per-
mitted to advance the money and build the roads under state supervision — later to

be reimbursed by the state. Warren County jumped at this for the county sorely

needed the roads and could not afford to wait.

Accordingly, the County Board issued temporary notes to pay for new construction

on the state routes. In 1921 and 1922 notes totaling $1,373,000 were issued. It is

a significant fact that this money was
advanced by banks in Warren County
alone. Twenty-two and six-tenths miles
of concrete highway were contracted for
and built on state routes during those
two years. In addition Warren County
built 6.8 miles of the same type in 1922
on county routes.

Both state and county roads are eight
inches thick, of 1:2:4 mix and rein-
forced. On state routes the pavement is
20 feet wide with an additional width of
five foot gutters in cuts, and on grades
over 4 per cent the pavement is laid 30
feet wide, with curbs. County highways
have been built 18 and 20 feet wide.
The necessity for the county to

The Washington-Buttzviiie Road was built by advance funds for state road construction
Warren Coung^su^ement the state automatically passed with the voting of

July, 1924

CONCRETE HIGHWAY MAGAZINE

149

the New Jersey State
Highway Bond Issue of
$40,000,000 which went
into effect January 1,
1923. The county lost
the interest on the money
it had advanced but the
people of the county con-
sidered it a small price
for the huge benefits that
accrued through the use
of the paved roads.

Since the State bond
issue in 1923, the State
Highway Department
contracted for 14 miles
of concrete highway in Warren County. During the same period 4.9 miles were
built on county routes. After three years' active construction the mileage of con-
crete roads within the county, including that now under construction, has jumped
from 4.8 miles to 53 miles. And this notable progress is due to the initiative of
county administrators and the appreciation of the people of the benefits of permanent
highway construction.

State Route 12 along the Delaware River is paved with concrete.
It carries heavy trucking to and from Phi Hips burg.

The Old and the New

THE above illustration shows one of Maine's famous old "covered bridges" and the new
concrete structure which replaces it. The bridges are located at a point on the Piscataquis
River near Abbot, Maine. The scene is of interest both because it portrays the old and
the new in highway bridge building and because at this location occurred an incident in the
life of the famous inventor, Sir Hudson Maxim.

Once Sir George Newnes asked Sir Hudson Maxim to write an article on "When I was
Most Frightened." The story came in the Strand and was something like this:

"When I was a boy and lived in Maine, I happened to be on the wrong side of the Piscata-
quis at Abbot one night. No one was allowed to cross the bridge as the ice and logs were
hammering it until it was momentarily expected to go out. I got a friend to remove the
barrier and plied the whip to my horses. When half way across the ice and logs battered
through the boards. I urged the horses and just as they leaped ashore the whole structure
crumbled and went swirling away. Ten seconds later, I would have been in it."

Wooden bridges were built in those days because lumber was cheap. Many schemes were
tried to anchor these frail structures which were often carried away during the high spring
freshets. Large boulders were laid in rows to protect the footings and chains were attached
from the bridges to nearby trees, but eventually they would cast off their moorings and start
for the sea.

Today, safety and economy are assured in attractively designed, durable concrete bridges,
solidly anchored to bed rock.

150

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 7

City Planning and Zoning

Their Relation to Streets and Highways

By JACOB L. CRANE, Jr.
City Planning Engineer, Chicago, 111.

i. The Relation of City Planning and Zoning to the Work

of City Officials

A PRETTY little village center not far from Detroit happened to be selected a
J~\ few years ago as the site for a small factory. Perhaps the manufacturer did
not foresee the tremendous popularity his article would achieve. Certainly the
residents of the village had no reason to suspect that their quiet streets would shortly
be ground to pieces with heavy traffic and their cozy homes crowded out by stores
and flats.

However the Ford factory grew apace, Highland Park quickly lost its village
character, and took on metropolitan proportions. The small home owner was forced to
move out farther to have
a little land around his
home, and industry and
commerce had once more
taken their toll.

Every pavement en-
gineer knows of such
instances, and has seen
the light pavement he
designed and built for
residence district traffic
pounded to pieces by the
trucks he could not pos-

Apartments have sprung up along the former residence street.

sibly foresee and provide

for. This character of
development is inevitable,
but within reasonable
bounds it may and should
be controlled. The di-
rection of industrial ex-
pansion in great centers
should be governed, space
set aside for it not only
within municipal limits,
but outside as well. And
by the same reasoning,
areas especially desirable

A light pavement in a typical residential district. for residential neighbor-

July, 1924

CONCRETE HIGHWAY MAGAZINE

151

Heavy trucking necessitates widening the streets and thickening
the surface.

hoods should be preserved
from encroachment by
commerce and industry.
As a matter of mutual
protection it is no more
desirable to have homes
in the midst of factory
regions than it is to have
a manufacturing estab-
lishment invade a resi-
dential neighborhood.

Another common oc-
currence is when a pave-
ment designed for local
residential use is forced
to carry a heavy volume

of through traffic. With the development of long distance motoring and trucking it

has become necessary to select certain routes for through traffic past residence districts

and build the pavement to support a large volume of automobiles or trucks, or both.
Two agencies, so closely related as to be almost inseparable, have been at work

to assure orderly and adequate growth of municipalities. These are City Planning

and Zoning.

City Planning has chiefly to do with the physical laying out or mapping of public

rights of way, parks, utilities for transportation and other services, so as to care for

the citizens' needs promptly and adequately.

Zoning, closely related to Planning, has strictly to do with assuring the neighborly

and orderly use of private property, the proportion of population to land area and

with building heights.

Both of these civic enterprises have direct influence on nearly every line of activity

in the municipal administrative and engineering offices. The city plan, in its relation

to the pavement prob-
lems, influences the trans-
portation routes for rail

and highway traffic; the

location for underground

and overhead utilities;

the park areas; land sub-
division; and all the

related activities in city

management. Zoning

has a very direct bearing

on the construction of

sewers, water mains, and

the widths and materials

used as pavement sur-

Concrete streets with rounded curbs make ideal residential
d zoning streets.

152

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 7

•••••••••••••

Streets in industrial sections should be wide enough to solve parking problems.

plan the element of chance is practically eliminated in designing the capacities and
routing of these structures.

With the assurance that a given section of a town or city will be built up solely
by residences the engineer can intelligently design his street layout and pavement
width and thickness to serve that section. Similarly in commercial district the
pavement widths would be greater and the concrete slab thicker to accommodate the
traffic it will receive, while in industrial districts a greater degree of strength may be
designed to take the industrial traffic which will enter the district.

Enabling legislation covering city planning has been passed by most of the states,
and many large cities and small towns have adopted plans for their future develop-
ment. Zoning powers, also, have been granted by no fewer than 38 states, and
over 220 cities, towns and villages, comprising nearly one-fifth the population of
the United States, have
denned by ordinance the
areas for residences, stores
and industries. Only
since these ordinances
have been passed could
the city officials intel-
ligently say: "Here will
be a pavement for busi-
ness street; here a
stronger slab to support
the heaviest trucks; and
here, in the residence dis-
trict, I am safe in building
a somewhat lighter pave-
ment, because the only
heavy hauling will be the
occasional service loads."

I\[ote: — A succeeding issue will explain— II. Street Location and Topography and III. Traffic Routing.

Even the smail towns are confronted with parking problems.

Many of their problems are more acute than in the

larger cities.

July, 1924

CONCRETE HIGHWAY MAGAZINE

153

How Transportation has Helped
Cameron County, Texas

By OSCAR C. DANCY
County Judge, Brownsville, Texas

/CAMERON COUNTY— the very name brings pictures of tangled thickets of
V_x mesquite and cactus, of cowboys following dusty trails, of mile after mile of
grazing land. That was the Cameron County of yesterday. Today it is a garden
where the earliest of early vegetables are raised for northern markets, while many of
its ranches have been transformed into citrus fruit orchards which can not be bought
at $2500 an acre. What magic brought about such a transformation? The magic
of water and transportation. The water has been there many years; the transporta-
tion is still in the making, with concrete roads playing an important part.

Cameron County is the extreme southern tip of Texas, almost the southern tip
of the U. S. It is bordered by both the
Gulf and the Rio Grande, and lies in the
Lower Rio Grande Valley. It was not
till 1904 that the railroad penetrated this
region. Almost immediately irrigation
systems were extended and the dirt roads
began carrying the products of truck
gardens to the railway stations. This
produce is most valuable during the
winter months when roads are most
likely to be bad. Garden products can
not be held till roads become good and
it was decided to build roads which would
be good all the time.

Accordingly a bond issue of $270,000
was voted and issued for road and bridge
building. Then came the difficulty of
deciding what pavement would give the
most satisfaction. After a great deal of
deliberation and some inspection trips over nearby paved roads the County Com-
missioners decided to give concrete a trial, and built about 13 miles between Browns-
ville, the county seat, and Harlingen. Then in January, 1922, $400,000 worth of
bonds were voted but only $120,000 worth were issued, the balance being available
as the total valuation of property increases. In June, 1922, special road bonds amount-
ing to $350,000 were voted and were all issued, bringing the total of issued bonds to
$740,000. State and Federal Aid will bring this total to about $1,338,000 with
which we have constructed a concrete road from Brownsville to the Hidalgo County
line, a distance of 36.5 miles, the city of San Benito paving about 1 y% miles with
concrete. This gives Cameron County the longest single stretch of completed

All types of traffic find Cameron County's
concrete paved roads profitable.

154

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 7

Concrete roads have done much to transform grazing land into
highly profitable fruit orchards.

concrete road in the state.
In October of 1922 a
contract was signed with
F. P. McElrath, of Cor-
sicana, to build about 21
miles of concrete pave-
ment, which with San
Benito's pavement
brought total mileage to
the figure stated above.
The pavement first con-
structed was only 15 feet
wide. Shoulder mainte-
nance has proved expen-
sive on this narrow
pavement, however, and the last 21 miles is an 18 foot pavement, 6^ inches thick
at the side and 8 in the center, built in two courses, and reinforced with square 34-inch
rods spaced 18 inches center to center both longitudinally and transversely. In addi-
tion a ^-inch rod was placed 4 inches from the edges and ends of each slab. Expan-
sion joints were put in whenever the mixer shut down long enough to require putting
in a header — usually only at noon and night stops.

Contractor McElrath put two 21 foot Lakewood mixers to work, one between
Brownsville and San Benito and the other between Harlingen and Bixby.

The organization on both jobs was identical. Materials were shoveled from cars
into measuring boxes or onto a conveyor which lifted them to a bin. , This required
25 men who received $1 .50 a day. The total payroll was about 75 men for each mixer.
Truck drivers furnished their own chassis but the contractor furnished an Easton
body. This body is very easy to dump — the driver does all the dumping from the
seat without the aid of any "dump man." Sidings were numerous along both jobs
and the average haul was only 1 % miles. The two-course construction is a big

handicap to central plant
operation. On one-course
work when a truck is
delayed or breaks down
on the road only the time
of that one truck is lost.
In two-course work cer-
tain trucks carry batches
containing coarse aggre-
gate for the base while
others carry the harder
top stone. When one
truck breaks down the

In the land of citrus groves, concrete- paved roads provide 1 .

transportation from orchard to railway terminal. balance IS destroyed and

July, 1924

CONCRETE HIGHWAY MAGAZINE

155

the mixer often must wait until another truck, carrying the required stone,can arrive.
Nevertheless the work was pushed as rapidly as possible. The two mixers averaged
about 400 linear feet a day each, and the last concrete was placed Feb. 23, 1924.

Now that Cameron County's main dream is realized and she has a road connecting
her truck gardens and orchards with her towns and railroad stations her people are
dreaming again — of a concrete paved road to the Gulf, connecting with ocean vessels
at Point Isabel. Then they will have competitive freight rates and a chance at
New York markets on an almost equal footing with the orchards of Florida.

We have just issued $100,000 more in bonds out of the $400,000 authorized in
Jan., 1922, which we have sold at a premium of $2405 and we are using the proceeds
together with money left over from constructing State Highway No. 12 to build two
bridges over the Arroyo Colorado and 31-5 miles more concrete road north of
Harlingen.

The entrance to San Benito is a concrete bridge over the irrigation canal.

Good Roads Are Worth Their Cost

THE highway is not simply a road. It is not simply a surface. It is the assurance of the
civilizing influence of better communication between sections.
It is the silent, but persistent, factor for the reduction of living costs.
It is an humble, but powerful foe of ignorance for the reason that it makes easily accessible
our splendid system of public schools to the people in the rural districts.

It is the safeguard of our food supply. It is a guarantee to the public against the prostrat-
ing influence of industrial upheaval and interruption to distribution therefrom.
It is the popular open-air theatre of enjoyment of the family.
It is the text book of nature to our people.
It is the connecting link between the home and the factory.

It is the call to open air; the great physician who makes no charges for his services.
The people who are opposed to good roads oppose them for the same reason that some
people oppose our great public school system; they are not informed.

FROM NORTH CAROLINA HIGHWAY BULLETIN.

SAFETY— A FEATURE

tiport

highway safety. Roads for two lane traffic
should be at least 18 feet wide.

A concrete surface — wet or dry —
permits maximum control of a
vehicle. Concrete is the skid
proof pavement.

The great
pedestriai
injured
traffic alo
ways in tl
rural dist
ing the
separate
for pedest

OF HIGHWAY DESIGN

Guard rails prevent many dangerous ac-
cidents. They are a necessary part of
highway improvement.

By cutting away the slope on the
inside of curves, the longer line of
vision obtained makes for greater
safety.

STOP

CAMILJL.US
HILL.

USE SECOND GEAff

Many highway
departments are
placing standard
warning signs at
danger points.

timber of
Mled and
bi motor
| the high-
rly settled
ct is forc-
rc/ision of
rffic ways

Traffic lines on
pavements tend
to keep traffic on
the right side of
the road.

Cuba.

This makes con-
tents of back num-

available and read-
ers will for that
reason find it de-
sirable to maintain
a permanent file of
current issues.

Yearly $1.50

Notify the Edi-
tor at once of
change of address
and of non-de-

VoL VIII

JULY, 1924

No. 7

Published Monthly by
PORTLAND CEMENT ASSOCIATION

111 WEST WASHINGTON STREET - CHICAGO, ILL.
Concrete for Permanence

City Planning and Zoning

CITY planning and zoning, though of comparatively recent origin, have definitely
demonstrated their value. In many municipalities they have been resorted
to as a means of guiding community growth along orderly and sensible lines. In
their relation to the planning of public improvements— especially paving — city
planning and zoning have been of particular importance to municipal officials.

Probably every city engineer, at one time or another, has had to put down pave-
ments without definite knowledge of, or power to control, the type and volume of
traffic which was to use the street after completion. The result was that often the
life of such pavements was far shorter than it would have been under favorable
traffic conditions. Precious paving funds have been put into light construction on
streets that were expected to carry only residential traffic, only to be pounded to
pieces under the heavy wheels of trucks. Lighter surfaces, able to support the
traffic in an area of scattered residences are inadequate when the district they serve
develops into an industrial section with its attending increase of truck traffic. Con-
versely, the engineer who was unwilling to risk his reputation on too light construction
often built unnecessarily heavy types on some streets, fearing that stores and manu-
facturing plants would creep in and require a heavy pavement.

Zoning has changed this. In zoned cities engineers may design with definite
assurance as to the kind of traffic which will use the pavements they build. Strength
and width can be planned with reasonable accuracy with the result that public funds
are conserved.

Progress in concrete pavement design and construction enables city officials to
plan their pavements in harmony with prospective developments. Many cities are
building concrete pavements of exceptional carrying capacity in warehouse and
industrial sections, knowing that heavy traffic will use those streets and secure in the
knowledge that the rigid concrete slab of adequate thickness can carry the traffic
without distress. In sections reserved for residence development, also, engineers
have adopted other designs of concrete pavement, particularly adapted to streets
where beauty and comfortable riding qualities are the prime requisites.

Street and highway routing is a factor in city planning. With the power to make
plans for the extension of trafficways into outlying districts and to regulate the
layout and character of new subdivisions, cities assure direct avenues of traffic.
With the rapid increase of inter-city travel, city planning has proved a real blessing.
Kinks, sharp jogs, and woefully narrow and dangerous entrances to cities have been
straightened out and widened . The flow of traffic has become smooth running instead
of congested and the saving in effort, fuel and even human lives, has been well

July, 1924 CONCRETE HIGHWAY MAGAZINE 159

worth the effort.

In this and a succeeding issue of the Concrete Highway Magazine a series of
chapters on the relation of city planning and zoning to pavement design will be
presented as a contribution to the general subject of street improvement.

"Average" vs. "Best"

THERE is a vast difference between "average" and "best" in highway construc-
tion, especially when it refers to surface finish. That this fact is being appre-
ciated by highway builders everywhere is shown by the increasing emphasis placed
on this detail, both in the specifications and on the job.

Riding qualities alone are not the only reason for the need of true surfaces.
Economy of maintenance and of operation of motor vehicles over the pavement
back up the claim. Even a small irregularity in the surface creates impact which
has a very appreciable influence on the life and upkeep of a pavement.

The relation between the costs of operating motor vehicles over "average" and
"best" concrete roads, compiled for a period of several years by the State Highway
Department of Iowa, places a premium on proper surface finishing. While the
principal object of these tests is to show the savings effected by motor vehicle opera-
tion on paved highways as against unpaved highways — and here is a difference of
3.3 cents per ton mile in favor of concrete — the difference in the cost of operation
over "average" concrete and "best" concrete tells its own story.

According to the experiments, the cost of operating a motor vehicle over "average"
concrete is 10 cents per ton-mile, i. e., it costs 10 cents to move a load weighing 1 ton
for the distance of 1 mile. The cost of moving the same load for the same distance
over a concrete highway classified as "best" is 9.3 cents — a saving of 7 tenths of a
cent per ton-mile.

Actual count of traffic on a section of the Lincoln Highway in Iowa in 1921 shows
that 904 vehicles with a daily average tonnage of 1 ,232 used the highway. At the
saving of 7 tenths of a cent per ton-mile the daily average saving for "best" con-
struction as contrasted to "average" construction was $8.62 per day for each mile
of road. This is on a comparatively lightly traveled road. As traffic increases in
volume and weight, the savings increase rapidly.

The $8.62 saving for each mile of road carrying an average of 1,232 tons per day
alone is enough to warrant the expenditure of additional funds to secure "best"
rather than "average" construction. Add to this the lower maintenance and the
longer life of the pavement and the financial advantages of quality work are strikingly
evident.

Surface finish is probably the greatest item in road construction which influences
the classification of a road as "best" or "average." The difference in cost between
best surface finish and average surface finish is so small as to be negligible. By
proper care in this detail of construction a long step will have been taken in building
a "best" concrete highway which will effect greater economies and which will yield
infinitely greater satisfaction both to the user and the builder.

160

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 7

Logging City has Concrete Paved
Street System

AWAY up north on the banks of the Rainy River, which forms the boundary
between a part of the state of Minnesota and the Dominion of Canada, is the
thriving city of International Falls. Though the city was incorporated as recently
as 1907, it has quickly become an industrial and residential community of importance
in Northern Minnesota.
Not the least of its assets
is its well paved street
system. The clean, at-
tractive concrete streets
in both the business and
residential district give
this Northland city of
5,000 inhabitants an air
of progressiveness which
reflects the spirit of the
community.

The industrial life of
International Falls cen-
ters around the Weine Tourists visiting International Falls are favorably impressed

by the concrete paved streets.

industry. Here are lo-
cated the mills of the Minnesota and Ontario Paper Company, which manufactures
print and kraft paper. There is also a large saw mill which cuts over 300,000 board
feet of lumber each day. On the Canada side of the River is the Fort Francis Pulp
and Paper Co. Both paper mills derive their power from the falls in the Rainy

River which separates
the cities of International
Falls, Minn., and Fort
Francis, Ont. Logging
is still the principal activ-
ity in the surrounding
territory, but within re-
cent years farming has
developed to a large
extent. Throughout the
county are cutover areas
'**• which are being trans-
formed into fertile farms.
Also by virtue of its loca-

The concrete pavement on Fifth Avenue is a distinct aid to tlon ln the heart °f * VaSt
business. area of unspoiled wilder-

July, 1924

CONCRETE HIGHWAY MAGAZINE

161

ness and forest lakeland," International Falls is fast becoming a favorite haunt of
the hunter, fisherman and tourist. Thus the modern, concrete-paved streets serve
the traffic of the city's varied transportation needs.

International Fall's first pavements were built in 1919 and 1920. This improve-
ment program included the construction of approximately 27,000 square yards of
concrete pavement and 3,125 linear feet of integral curb, most of which was placed in
the business district. Pavement in the
business district was placed 50 feet and
41 feet wide between curbs. In the resi-
dential sections the pavement was made
27 feet wide between curbs. Concrete |
awarded under the first contract was 7
inches thick at the sides and 8 inches at
the center, reinforced with wire mesh
placed 2 inches from the surface of the
pavement.

The 1921 work comprised 15,000
square yards of 6-inch and 3,250 square
yards of 7^-inch reinforced concrete
pavement. This contract constituted an
extension to the pavement in the business
district and provided for the improve-
ment of several of the most important
residential streets. The new pavement
connected with the old in such a manner

that it formed a paved loop with cross streets through the business and residential
sections.

In providing for the requirements of its present traffic, this concrete-paved city
in the heart of a forest wilderness is also attracting the traffic which will be a part of
its future development. Located at the point of confluence of three state trunk
highways, its future as a resort and tourist center is assured. Already the wide,
paved streets are busy with traffic from many states and visitors are always pleased
with the neat, even pavements in the Northland city.

Concrete paved residence streets connect with

the business section making a paved loop

covering the town.

Cupid Takes the Good Roads

A Highway Improvement Plea Made by Probate Judge in Olathe

DAN Cupid does not care to travel poor roads.
He chooses the concrete highways.
Ask G. Z. Ernst, probate judge of Johnson County, Kansas, in Olathe.
Judge Ernst now is an advocate of the new paved road between Olathe and Kansas City,
for which bids will be opened in Olathe tomorrow.

"The roads between Kansas City and Olathe are in bad shape and hamper business"
Judge Ernst said yesterday. "There has been a decided slump in my office since the concrete
road from Kansas City to Leavenworth and Lawrence was opened.

"Marriages in those two towns have almost tripled since the opening . In Olathe they have
dropped 90 per cent.

"Today I have issued only two marriage licenses. I should have issued fifteen to twenty.
I have married only two couples this week.

"They are going to other places and paved roads are the reason."

162

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 7

Increased Traffic Demands Widening
of Single Track Road

By E. A. MERKEL
Formerly County Surveyor, Richland County, Ohio

FOR several years Richland County, Ohio, has followed the practice of building
single track concrete pavements on its less important roads. A ten-foot concrete
strip with gravel or macadam alongside is preferred to a wider road of a less durable
material because experience has shown that in a few years traffic is likely to increase
to a volume demanding a full width hard road. By placing a second strip alongside
the first, the county gains the two-way road without loss of its original investment
and, meanwhile, benefits by keeping maintenance costs at a minimum. The plan
has proved to be one of building for the future with a heavy duty concrete surface
from the start.

One instance of widening because of increased traffic was the Mansfield-Shelby

When traffic demands it, Richland County
builds full-width concrete highways.

On the less traveled roads, 10-foot strips of

concrete, which can be widened later,

are placed.

Road on which a single track concrete pavement had been built in 1914 and 1915.
The necessity of a two-way hard road was evident from the worn out strip alongside
the concrete caused by cars having to turn off the pavement frequently or by direct
travel on the light surface.

The contract for widening this section was let last fall to A. J. Baltes of Norwalk,
Ohio. The section was three miles long and contained 16,000 square yards of new
concrete pavement placed directly alongside the original 10-foot strip. Concrete
was of the same thickness — nine inches uniform. Curves greater than 4 degrees

July, 1924

CONCRETE HIGHWAY MAGAZINE

163

Subgrade prepared for second strip of concrete.
Aggregates were piled on the old concrete strip.

were superelevated ; greater than 5
degrees, widened.

Traffic was detoured and aggre-
gates were stockpiled on the pave-
ment. A mechanical loader
handled stone to a batch truck
which shuttled back and forth
between loader and mixer. Sand
was carted in wheelbarrows.
Cement was dumped directly from
the bags into the mixer skip. The
new pavement was struck off flush
with the old and belted.

Single track roads, as Richland
County has been building them,
are of nine-inch concrete, 10 feet
wide, placed along one side of the
grade so that widening can be
effected by the placing of a single
unit strip alongside. The strip is
sloped 2 inches from the inner edge.
The second strip is sloped corre-
spondingly to give the full-width
road a center crown to insure good
surface drainage. All concrete must be dense and strong, and tests are made con-
tinually of 3%-inch cores drilled from the completed pavements. For the last two
years, concrete pavements have been cured by the application of 2^ to 3 Ib. of
calcium chloride per square yard of surface.

Of 54^ miles of pavement completed by the county in 1922 and 1923, 45^ miles,
or 83 per cent of the total was concrete construction.

It is planned to em-
ploy a somewhat differ-
ent type of construction
in the 1924 program.

The new design will
follow that approved for
Illinois road construction.
The cross-section will
have 10-inch edges and
an 8 - inch thickness
at the center.

The writer was in
direct charge of county
road work from 1915 to
1917 and again from 1921

The new strip, placed along-side the old, provides a standard .n~~

width highway. to 1923.

The mixer moved on the old pavement. The mix was
dumped directly onto the subgrade.

164

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 7

Salem, Virginia, Builds its First Concrete

Street

By J. P. BROOME
Town Manager, Salem, Va.

WEST Main Street of Salem, Virginia, has a heavier traffic than that ordinarily
found on the principal street of a city of 5,000 people, the town's proximity
to the City of Roanoke being such that much traffic tributary to that city passes
through Salem. The street is also on the route of the Lee Highway and during a
good part of the year bears a tourist traffic already large and rapidly increasing.

In the Spring of 1923, it was decided to pave a portion of the street, 2,300 feet in
length, with 9-foot strips of concrete on both sides of the street car track. For the
reasons that the work had to be paid for out of current revenues, that the town had
most of the necessary equipment together with the nucleus of an efficient construction
force which it was desired to keep together, and considering the probability of future
concrete work, the Council directed that the placing of the pavement proceed upon
a force account basis under direction of the Town Manager.

Owning a quarry with crushing plant, a roller, and trucks, the only extensive
purchase was a 7-P paver, of the high-drum, chute-discharge type. However, in
order to avoid the objectionable features of dumping the coarse aggregate on the
subgrade, the dump bodies of our large trucks were divided into compartments, each
holding the correct quantity of crushed stone for one batch. The cost of thus

Roanoke College was established in 1853 and is one of the state's oldest educational institutions.

July, 1924

CONCRETE HIGHWAY MAGAZINE

165

arranging these bodies was not great, and the expense of shoveling and wheeling the
stone was entirely done away with, while clean material and accurate measurement
were assured.

The concrete replaced an old macadam which had become so badly worn that
travel over it was actually difficult. This old surface was thoroughly scarified, low
places filled with crushed stone, and an excellent subgrade for the new pavement
obtained by spreading, shaping and thorough rolling.

At the town crushing plant, crushed limestone was discharged from bins into the
trucks divided for batches as above described. A truck proceeded to the paver and
dumped a batch at a time directly into the charging skip, no trouble whatever being
experienced with the hinged partitions of the dump body, discharge being rapid and
complete. Sand, which
had been shipped by rail
to Salem, had been dis-
tributed alongside the
work at intervals of 50
feet, sometimes on the
sidewalk, at others well
outside the forms on well
cleaned ground. This
material was fed to the
mixer by wheelbarrows,
care being taken to insure
careful shoveling and ac-
curate measuring. An
ample supply of cement
in cloth sacks was kept
ahead at all times.

In Salem, a foreman with a few laborers is employed on street work the year
'round. While these men were experienced in excavation, various classes of main-
tenance, etc., none had ever before worked on concrete pavement construction.
However, the writer had had considerable experience in the building of concrete
streets, and assigning the more intelligent of our men to the tasks involving some
skill, schooling these in their duties, then completing the gang by hiring additional
local laborers, fair efficiency was obtained in a few days; and in fact, good work and
reasonable progress resulted from the very start.

Finishing was carried out by the usual methods, but in curing, instead of covering
the pavement with earth and keeping this wet, a line of 1-inch pipe was laid, sprinkler
heads put in every 20 feet, and the surface kept constantly moist by a fine spray for
18 days. After three more days, the pavement was opened to traffic. Upon com-
pletion of the job, the pipe was turned over to the town water department and there
was no charge against the street department on its account.

The work proceeded smoothly from the beginning, was finished on time, and at
a cost well within the estimate.

An ordinary dump body was fitted with hinged partitions, each
compartment holding the correct quantity of stone for one
batch.

166 CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 7

The Brainerd Road is flanked by beautiful
country estates.

From the concrete- paved Wauhatchie Pike, inspiring

Round About

IN southeast Tennessee, where the Tennessee River wends
its curved way between the high, picturesque ridges of the
Cumberland Mountains, lies historic Chattanooga. Round
about the city, meandering through pleasant valleys or clinging
to precipitous mountain sides are many miles of concrete high-
ways. From them the visiting motorist may study Chatta-
nooga, for they lead him to her historic shrines and to vantage
points from which may be seen the beauty of her environs.

A ride over the pleasant motor-ways is a lesson in Civil War
history. Here was fought the battle of Chickamauga; there is
the line of retreat into Chattanooga; across the valley raged

the battle of Wauhatchie followed by the famous "Battle Above the Clouds" on rugged Lookout
Mountain and at the very portal of the city is historic Missionary Ridge. Contemplation
of these stirring events adds reverence to the emotions as the motorist gazes over the now
peaceful, tree-clad slopes of the battle scarred mountains.

South of Chattanooga rises the imposing bulk of Lookout Mountain. The ascent is easily
made over the concrete paved Wauhatchie Pike, a section of the Dixie Highway. The road,

notched into the rocky mountain side which rises abruptly from
the River, commands an interesting view of Chattanooga. Be-
low is the river, a silver ribbon whose curved course resembles
the outlines of the soft clad foot from which Moccasin Bend
derived its name. In the distance are the mountains fading
row upon row into the blue haze.

Ten miles southeast of the city, just across the state line in
Georgia, is Chickamauga Park, a 6,000-acre national Military
reservation preserved as nearly as possible as it was on the day
of battle. Hundreds of monuments and markers dot the field
One entrance to Chattanooga is and well-kept driveways reach all points of the reservation

by way of the vehicle tunnel rru , . . ~, . , _ . .

under Missionary Ridge. 1 ne trip to Lnickamauga Park is made over the concrete-paved

July, 1924

CONCRETE HIGHWAY MAGAZINE

167

views of river and mountain greet the motorist

Chattanooga

The road is notched into the side of the
mountain.

Encompassed within
an area of a few square
miles there lies in
southeastern Tennessee
one of the nation's his-
toric spots. Here, with-
in easy reach of Chattan-
ooga are Lookout Moun-
tain, Signal Mountain,
Chickamauga Park, and
Missionary Ridge.

Rossville Boulevard, built by the Federal Government during
the recent war. Just before reaching the Park, Fort Oglethorpe
is seen. This military post is ranked as one of the best cavalry
training posts in the country and was used as a mobilization
and training camp during the World War.

A longer and more picturesque route is available for the
return trip to Chattanooga. By bearing to the northeast the
road continues until it crosses the concrete-paved Brainard
Road. A turn to the left onto the concrete and the motor car
traverses a pretty, shaded highway flanked by beautiful
country homes. Near the city the land adjacent to the high-
way has been subdivided and beautifully designed small houses nestle among the trees and shrubs.
Just before reaching Missionary Ridge a branch in the road offers the choice of continuing
straight on through the tunnel under the Ridge directly into the city or of following the wind-
ing driveways lined with fine homes, towers and monuments to the top of the Ridge. The
latter route rewards the traveler with inspiring views of Chattanooga and of the Tennessee
River with its rugged background. Another short trip not to be
missed by the visitor is the journey up Signal Mountain. Only
as far back as 1912 this eminence was accessible only on foot
or on horseback. Today a motor road carries the visitor to a
beautiful hotel, a colony of comfortable homes and the many
points from which spread panoramas of mountain and river.

Several days are needed to visit Chattanooga and its
environs; to see its picturesque scenes; to gain inspiration from
its historic associations and to enjoy its southern hospitality.
And an expression of that hospitality— one especially appre-
ciated by visiting motorists— is the excellent system of concrete

, , . , • Motorists may climb to the

roads affording easy access to the points of scenic and historic summit Of Lookout Mountain

interest. on a concrete roadway.

Let's Also Build
Roads They
Can Praise

in steadily increasing thousands
5 are broadcasting the scenic wonders and mar-
velous natural resources of our country.

Let us give them something else to talk about.
Motorists know roads.

They know that in economy, comfort, safety and
all around satisfaction no other road performs like
Concrete.

The Concrete Highway has repair built out, and
the maintenance built in. It saves gasoline and
repair bills. It lengthens the life of the car.

Free of dust, mud, ruts, and bumps, it is always
easy to drive over.

Firm, rigid, unyielding, it is also skid-proof.

You can get more Concrete Roads if you boost
and work for them.

Our booklet R-3 tells many interesting things about
Concrete Roads. Write this office for your copy.

PORTLAND CEMENT ASSOCIATION

A National Organization to Improve and Extend the Uses of Concrete

DISTRICT OFFICES AT

Atlanta Denver Los Angeles New York - Salt Lake City

Birmingham Des Moines Memphis Oklahoma City San Francisco

Boston Detroit Milwaukee Parkersburg Seattle

Charlotte, N. C. Indianapolis Minneapolis Philadelphia St. Louis

Chicago Jacksonville New Orleans Pittsburgh Vancouver, B. C.

Dallas Kansas City Portland, Oreg. Washington, D. C«

DEVOTED TO CONCRETE ROADS, STREETS &- ALLEYS

VoI.VIII

Auqust 1924

No. 8

t Beach Boulevard, Biloxi, Miss.

olithic concrete pavement and

wail

Field Control of Pavement Construction Page 1 76

Concrete Pavements Serve Traffic in the Oil Fields Page 180

Concrete for Permanence

'•Jlhe Inspector

Joints

THE only difference between good
joints and poor joints is the differ-
ence between careful workmanship and
slack workmanship.

There are three major requirements
for good joints: (1) The surface must
be neither high nor low as compared to
the rest of the pavement; (2) Joints must
be truly at right angles to the pavement
surface; and (3) Slabs must be entirely
separated from each other. The first
produces a smooth riding surface; the
second keeps it smooth riding and the
third prevents damage from expansion.

To secure an even surface, the con-
crete on both sides of the joint is struck
off by working the template away
from, instead of toward the joint. This
area is then levelled with a split float.
If the belt is used for finishing, it also is
worked away from, not toward the joint.

The inspector checks the surface with
a 10-foot straight-edge, notched at the
center so that it extends on both sides
of the joint material. The slightest
visible inequality is corrected at once.
The edges of the joints are usually
rounded, and the inspector sees that no
ridges of concrete are left by the edger.

Joints must be placed at right angles
to the pavement surface, on grades as
well as on the level. Right-angled joints
are secured by staking the joint bulk-
head firmly in position, placing the ex-
pansion material in contact with the
bulkhead and pinning it there. The con-
crete is discharged directly over the
joint so that it presses evenly against
both sides.

The bulkhead is removed as soon as
the concrete is placed. It is lifted slowly
from one end without disturbing the
expansion material 'and, as it is lifted,
concrete is rammed into the space left.

Expansion material must extend con-
tinuously from top to bottom of the slab
and from edge to edge. Adjacent slabs
must be completely separated. When
the side forms are removed, the inspector
should see that any wedges of concrete
across the ends of the joints are removed
with a pick or a cold chisel. If concrete
spans the joint at the end or in the
interior of a slab it prevents free ex-
pansion for which the joint is provided.

Concrete must never cover the ex-
pansion material. Expansion will cause
a thin cover over the filler to shatter ir-
regularly, resulting in a wide, ragged
joint which is unsightly and hard to
maintain.

When liquid joint filler is used, the
bulkhead is bevelled to permit its easy
removal. It is removed when the con-
crete has hardened sufficiently to pre-
serve the slot into which the filler is to
be poured. The slot must be free from
stones or debris. Hot filler will contract
as it cools and the joint must be poured •
several times to fill it flush with the
surface. Fine sand is usually poured
over the filler to solidify it and to pre-
vent "bleeding."

Construction joints are similar to
expansion joints but have no compressi-
ble material between the slabs. The
same care and methods are required
to make them permanently smooth riding.

1924

N2 8

A Cleveland- Akron bus on one of
Ohio's concrete -paved highways.

Property Owners in New Jersey Village
Petition for Concrete Pavements

By HUGH McGOWAN, JR.
Commissioner, Dept. of Streets and Public Improvements, Ridgefield Park, N. J.

RESIDENTS of the Village of Ridgefield Park, N. J., a rapidly growing resi-
dential community of 10,000 population within 30 minutes from New York
City, point with satisfaction and pride to their well paved streets and highways.
Starting in 1920 at the urgent request of the property owners, four streets connect-
ing with State Route No. 10 were paved with reinforced concrete. The excellent
results obtained and the satisfaction of the abutting property owners have been
instrumental in bringing more pavement of the same type to the village.

Following the 1920 contract which involved 9,350 square yards, two more streets,
totaling 12,300 square yards were petitioned for and constructed in 1921; six streets
totaling 16,023 square yards, in 1922 and nine streets totaling 31,375 square yards
in 1923. Included in the 1922 work was a large and important street intersection
of 8-inch reinforced concrete built by the forces of the Department of Streets and
Public Improvements.

Under the direction of the Board of Commissioners there have been improved 21
'streets of the reinforced concrete type. These are paved full width and total ap-
proximately 70,000 square yards. The streets range in width from 22 feet to 45 feet
and are constructed with integral curb. Two county highways of concrete have
also been built within the vHlage by the Board of Freeholders of Bergen County.
In addition, the State Highway Commission has paved State Route No. 10 with
reinforced concrete. With these additions, there are close to 100,000 square yards
of concrete pavement within the incorporated limits of the village.

Specifications call for a concrete pavement with a minimum uniform thickness of
6 inches, a 1:2:3 mix, 56 pounds of reinforcement per 100 square feet, and curbs

172

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 8

built integral with the pavement. During the past two
years all concrete pavement has been built in two sections,
separated by a dowel plate of Vfe-mch corrugated metal.
Rigid and careful inspection was the rule on all work. Par-
ticular attention was paid to accuracy in proportioning, to
surface finish and to the proper protection and curing of the
concrete.

Concrete pavement was placed on these streets irrespec-
tive of grades. The maximum grade in Ridgefield Park is
12.5 per cent on North Avenue. In the adjoining Borough
of Bogota, Chestnut Avenue is paved with concrete on a
12.9 per cent grade. Also the Essex Street section of State
Route No. 10 in Hackensack, is paved with concrete on an
8.6 per cent grade and Totowa Avenue in the City of Pater-
son is concrete on an 11 per cent grade. It is upon these
and many other satisfactory instances that the adaptability
of concrete for paving on grades was demonstrated.

When ordinances for paving are introduced, other ordi-
nances are prepared and passed at the same time requiring that all underground
utilities such as water, sewers and gas be connected for every lot along the street to
be improved. All sanitary and storm sewers are completed ahead of the paving.
In case it is necessary to cut through the pavement, the work of repaving is done
by the Street Department forces with the best of results. The cuts and replacements
are easily and cheaply made and the replaced areas are scarcely visible.

The percentage of the cost of street paving to be assessed against the village at
large and against the property owner is based on the class of improvement to be
made. For concrete paving the proportion is 70 per cent against the property
owners and 30 per cent agaiiist the village. For such paving as tar or bituminous
macadam the assessment is 80 to 85 per cent against property owners and 15 to 20
per cent against the village. The construction of any pavement less durable than

concrete is discouraged
and but few petitions for
other than this type are
received.

A liberal basis for
assessments is given in
the case of the more dur-
able pavement because
it is felt that concrete pav-
ements will give financial
relief to the taxpayers.
As the concrete pave-
ments have required no
maintenance since their
construction, experience

North Avenue, Ridgefield Park's steepest grade, is r ,, . ,.f .•>• u r r

concrete-paved. fully justifies this belief.

August, 1924

CONCRETE HIGHWAY MAGAZINE

173

City Planning and Zoning

Their Relation to Streets and Highways

By JACOB L. CRANE, JR.
City Planning Engineer, Chicago, 111.

Note: The first chapter of this series of notes appeared in the July issue of CON-
CRETE HIGHWAY MAGAZINE and was a general discussion of the relation of
City Planning and Zoning to the work of city officials. In this issue are
presented Chapters II, Street Location and Topography, and III, Traffic
Routing. An early issue will contain the final two chapters, IV, Street
Design Controlled by Zoning, and V, Economy in Street Widths and
Surfaces.

II Street Location and Topography

TO BE properly located, all heavi,ly traveled streets should lie in the direction
the traffic wants to go. Obviously this is not required of residence streets
located near the main avenues, and on which through traffic is undesirable. The
most heavily traveled routes into large cities which are the receiving and distributing
centers for their surrounding communities, are radial highways which extend through
the outskirts to the commercial center. They were formerly trails, the shortest and
driest routes from point to point. Later they became country roads, and now within
the city limits they have been widened, paved and improved to serve suitably the
heavier traffic that has been put upon them with the growth of the city.

The City Plan assures that as the city spreads into the outlying territories, these
radial traffic ways will be
developed. Perhaps addi-
tional radials will be
built and cross connec-
tions laid out to by-pass
the traffic around the con-
gested center. Over a cen-
tury ago, when the capitol
city of Washington was
laid out by Charles PEn-
fant, this principle was
observed. Chicago has
gone to great expense to
acquire a right of way
through built up property
and provide such a cross
diagonal in Ogden Avenue, three miles long, which is being extended from Union
Park at West Washington street to Lincoln Park on Lake Michigan.

Many cities have a separate problem added to their planning, in the hills and
valleys which make it impractical to continue an avenue on a straight line for any
great distance. Prohibitive grades may be encountered, and though the streets
themselves might negotiate the hills, adjoining frontage is apt to be difficult to build

The rapidly growing community along the Crawfordsville-

Indianapolis Road in Marion County, needed a 30-ft.

wide pavement.

174

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 8

A shallow ravine suggested a park fronted by residences on both
sides. Narrow drives serve the traffic.

upon. City planners give
careful consideration to
the natural obstacles pre-
sented by topography,
and, departing from a
geometrical street system
make their rights of way
climb the hillsides by easy
grades. Where ravines or
peaks are left alongside
these streets, they prob-
ably offer especial attrac-
tions as parks. Low or
marshy land served by
railroads or by broad
highways may be best suited for industrial uses, especially if situated where odors
and smoke will not be carried to the residential districts by prevailing breezes. In
both cases such irregular or low property is not naturally suitable for home sites.

Even on flat or gently rolling property, the city planner will resort to streets
with long easy curves for the sheer beauty of the curved street and the added interest
given to home grounds located on it. Residence streets are readily treated in this
way, and through, fast traffic is discouraged because the ways are not direct. At
the same time full provision is made for such through traffic along direct routes whose
wide, smooth pavement is an added incentive for the driver to keep off the narrower
residence streets.

Ill Traffic Routing

The relation of highway and street alignment and vehicle operation was of little
concern until the automobile and truck began to reduce distances by their speed.
Jogs in a highway were more noticeable when the automobile had to make the turns.
By this time we all admit the existence of through traffic and the necessity forpro-
viding safe and adequate
lanes for it to follow. We
admit it because every
one of us recognizes the
danger of the many sharp
turns and short jogs we
make in following a main
highway route through a
municipality. In spite of
the careful logging of
these routes we are be-
wildered by the maze of
indirect streets in which
the main highways be-

come lost as they enter
our cities.

Curved streets, so much desired in residence zones, do not
attract the through traffic.

August, 1924

CONCRETE HIGHWAY MAGAZINE

175

Street departments of cities are constantly straightening out these kinks, which
were caused by the simple gridiron system of town building, in the interest of
smoothing the channels of travel, and state and county highway departments are
doing the same thing on their rural roads.

As the city grows the main radial roads must be provided with wider rights of way.
If they are not built up as commercial avenues, they may become the boulevards
of the city. Subdividers along these rights of way will plat their tributary streets
so as to throw traffic most directly toward the city over these thoroughfares.

To provide for the vehicles which become more numerous as the route approaches
the commercial center the pavement must be wide and strong. It must be even,

and have the safest non-
skid qualities, and it must
wear a maximum length
of time. Repairs must be
a minimum because the
way must be clear for
traffic which flows rapidly
and continuously in from
two to four or five lanes

Intersections having
wide radius curves
keep traffic at the inside.

Around this center park
traffic cannot become
seriously tangled.

in a single direction.

The control of traffic
is a problem for experts,
on our highways just as
it is on our railroads, and
the more difficult problem
is in the hands of high-
way and street officials
by reason of the far greater number of units and individual drivers and the fact
these units are not confined to tracks. The flow of traffic at intersections is made
easier by widened pavements, and long radius curves at the corners; and sometimes
it is facilitated by circular center parkways which cause the traffic to revolve and
swing out into its exit way without crossing any other line of travel.

While Zoning indicates quite definitely the areas where traffic will be centered,
City Planning offers relief to possible congestion at these centers by providing the
wide trafficways, parking places and other physical means which assure the smooth
flow of vehicles.

176 CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 8

Field Control Applied to Pavement
Construction in California

By PAUL E. KRESSLY
Consulting Engineer, Los Angeles, Calif.

SCIENTIFIC proportioning of concrete aggregate by the "fineness modulus"
method developed by Professor Abrams of the Structural Materials Research
Laboratory at Chicago, was used by the writer for the past years with gratifying
results, first in the construction of concrete pavement at Newport Beach, Calif.,
and later on two other large paving projects. The use of this modern method of
proportioning was not nearly so intricate as is often supposed. It produces concrete
far superior to that possible with the former hit-and-miss method and often effects
economies by permitting the use of local materials of an improper size under the old
specifications. The tests made to fit Abrams' theory to local materials and the appli-
cation of the method of scientific proportioning to the actual work in the field are
described in this article.

Proportioning with the "fineness modulus" is explained in the bulletins of the
Structural Materials Research Laboratory. These contain tables, formulas and

diagrams to aid in its ap-
plication to materials of

rgj:^ many different sizes. The

first step necessary was a
'' preliminary investigation

t0 fit theSC Published data
to the materials available

for the job. To do this,
^ was decided to conduct
some laboratory experi-
ments in proportioning
concrete assumed to de-
velop a compressive
strength of 3,000 pounds

The ocean beach, one of the most popular sections of Newport Per Square inch.

Peach, is bordered by a concrete street. According to the bul-

letins, aggregate graded from 0 to 3 inches, having a fineness modulus of 6.40 and
mixed in the proportions of 1 part portland cement to 4.5 parts of combined fine and
coarse aggregate with sufficient water to give a slump of from 2 to 3 inches (con-
sistency 110), will produce 3,000-pound concrete. Since the proportion 1:4.5 is for
mixed aggregate, it was necessary to determine what volumes of fine and coarse aggre-
gate would, when combined, give 4.5 cubic feet of mixed materials with a fineness
modulus of 6.40. Sixty-two tests, in which various materials were used, were made
for this purpose. The fineness modulus of the fine and coarse aggregates selected was
first determined by sieve analysis. The proportions in which these had to be mixed to

August, 1924

CONCRETE HIGHWAY MAGAZINE

177

give a fineness modulus of 6.40 was then calculated by the following formula:

p .nn

A~B where P = percentage of fine aggregate in the total mixture;
—A A = fineness modulus of coarse aggregate;

B = fineness modulus of mixed aggregate (in this case 6.40) ;
C = fineness modulus of fine aggregate.

The calculated vol-
umes of fine and coarse
aggregate, measured dry
and loose, were thor-
oughly mixed and the un-
compacted mixed aggre-
gate was measured. It
was found that the aver-
age volume of mixed
aggregate was 80.4 per
cent of the sum of the
volumes of the fine and
coarse aggregate mea-
sured separately. For ex-
ample, if 1.9 cubic feet of
sand were mixed with 4.1

The above illustration shows the consistency of the concrete
used in paving the streets of Newport Beach.

cubic feet of pebbles the
average result was 4.8
cubic feet of loose, mixed
aggregate. Table I was
then compiled, based on
these experiments. The
proportions given in the
table proved satisfactory
when they were used by
inspectors to control the
quantities of materials in
the mix.

All tests and compu-
tations were made in
time to be used on the
Newport Beach work
which began in Decem-
ber, 1922, and was finish-
ed in June, 1923.' The
paving consisted of
43,000 square yards of
5-inch and 94,000 square
yards of 8-inch concrete. The California Construction Co. secured the contract and
put two mixers at work laying the slab. Mixer No. 1 was supplied with materials
by an industrial railway. Aggregates were hauled in steel batch boxes in which the

Slump tests were made at frequent intervals. A high degree
of uniformity and strength was thus secured.

178

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 8

quantities were measured. Aggregates for Mixer No. 2 were dumped on the planked
subgrade and measured in wheelbarrows. Measuring sticks were used on the batch
boxes and strike-off templates on wheelbarrows to insure accurate measurement.

An engineer and inspector worked with each mixer crew. The engineer made all
sieve analyses for fineness modulus, supervised the measurement of materials and
designed the concrete mixture. The mixing, placing and curing was supervised by

TABLE I

TABLE FOR PROPORTIONING CONCRETE MATERIALS FOR VARIOUS VALUES
OF FINENESS MODULUS OF FINE AND COARSE AGGREGATE.

Compressive strength of concrete — 3,000 Ib. per square inch.

Modulus of rupture of concrete — 600 Ib. per square inch.

Mix — one part Portland cement to 4.60 parts of mixed aggregate.

Fineness modulus of mixed aggregate — 6.40. Aggregate graded from 0 to 3-inch.

Consistency of concrete — not exceeding 110 (about 5.8 gal. of water per sack of cement, not including

moisture in aggregate).

Estimated volume of cement required per cubic yard of concrete in place — 6 sacks.

Values based on average values obtained in the tests.

Fineness
Modulus
of Coarse
Aggregate

Fineness PER CENT o
Modulus REQI

PROPORTIONS BY VOLUME MEASURED
F AGGREGATE LOOSE

Sand

Rock or
Gravel

Aggregate

Fine

Coarse Cement

7.70

2.60
2.80
3.00
3.20

25
26.5
28
29

75 1
73.5 1
72 1
71 1

1.45
1.54
1.62
1.68

4.35
4.26
4.18
4.12

7.80

2.60
2.80
3.00
3.20

28
29
30

73 1
72 1
71 1
70 1

1.57
1.62
1.68
1.74

4.23
4.18
4.12
4.06

7.90

2.60
2.80
3.00
3.20

28.5
29.5
30.5
32

71.5 1
70.5 1
69.5 1
68 1

1.65
1.71
1.77
1.86

4.15
4.09
4.03
3.94

8.00

2.60
2.80
3.00
3.20

29.5
31
32
33.5

70.5 1
69 1
68 1
66.5 1

1.71
1.80
1.86
1.94

4.09
4.00
3.94
3.86

8.10

2.60
2.80
3.00
3.20

31
32
33.5
34.5

69 1
68 1
66.5 1
65.5 1

1.80
1.86
1.94
2.00

4.00
3.94
3.86
3.80

8.20

2.60
2.80
3.00
3.20

32
33.5
34.5
36

68 1
66.5 1
65.5 1
64 1

1.86
1.94
2.00
2.09

3.94
3.86
3.80
3.71

8.30

2.60
2.80
3.00
3.20

33.5
34.5
36
37

66.5 1
65.5 1
64 1
63 1

1.94
2.00
2.09
2.15

3.86
3.80
3.71
3.65

8.40

2.60
2.80
3.00
3.20

34.5
35.5
37
38.5

65.5 1
64.5 1
63 1
61.5 1

2.00
2.06
2.15
2.24

3.80
3.74
3.65
3.56

8.50

2.60
2.80
3.00
3.20

35.5
37
38
39.5

64.5 1
63 1
62 1
60.5 1

2.06
2.15
2.20

2.28

3.74
3.65
3.60
3.52

the inspector. Each engineer was equipped with scales and a set of standard Tyler
sieves. All his work was done where the materials were measured. The number
of sieve analyses made depended largely on the uniformity of the materials but
averaged three a day for sand and fourteen for pebbles. The results were recorded
on a standard form.

August, 1924

CONCRETE HIGHWAY MAGAZINE

179

Efficient workmen and friendly rivalry be-
tween crews, greatly aided in getting good
results.

The inspector in charge of mixing and
placing was required to make a complete
report each day describing the exact con-
ditions under which each 50-foot section
of pavement was placed. The amount of
cement actually used in each section was
compared with the amount theoretically
required and any appreciable variation
was reported at once to the engineer in
charge of proportioning so that adjust-
ments might be made immediately.

The inspector was also required to
make one test beam for each 100 cubic
yards of concrete laid. The beam was
made of concrete which had just left the
mixer and was required to represent the
average mix. A complete report showing
materials, proportions, location of batch
in the street, etc., was made for each
beam. The test results were later rec-
orded on the same report and the breaking strength was compared with the strength
upon which the design of the concrete mixture was based.

There was considerable rivalry between the engineers at the two mixers over the
accuracy with which the measured amounts of materials checked the amounts
theoretically calculated. Both crews checked exceedingly well. According to calcula-
tions, 6 sacks of cement should have been used in each cubic yard of concrete. At
Mixer No. 1, placing 8-inch concrete and measuring materials in batch boxes, the
minimum sacks of cement used per cubic yard was 5.87, the maximum was 6.18 and
the average 6.02. At Mixer No. 2 when the materials were measured in wheelbarrows
and the slab was 5 inches thick, the minimum was 5.90 sacks per cubic yard, the
maximum 6.22 and the average 6.08. These records combined with the results of

the beam tests indicate
the practicability of the
fineness modulus method
of proportioning. Beam
tests showed an ex-
ceptionally uniform con-
crete. The average mean
variation for the 273
beams tested was only 7.1
per cent while similar
tests made on beams in
which concrete was pro-
portioned by the best of
the old methods showed

Camile Street, Newport Beach, is an example of the excellent an average mean varia-
concrete streets built by the city. tjon of 15 per cent.

In McKean County, Pa., a network of concrete roads
carries the traffic to wells and refineries.

•P*

The Oil Fields Highwaj
producing cen

Pipe for the Salt Creek oil field in Wyoming are hauled over
precast concrete slabs on the Casper-Salt Creek Highway.

CONCRETE
SERVE
IN THE C

The concrete pavement on the Meridian Highway passes
through the heart of the Burkburnett oil field in Texas.

State Highway No. 5 carries traffic to the refineries
in Wichita County, Texas.

Atkins Ave., Cedar
Grove, La., serves
oil refineries in the
Caddo oil field.

The Fellows-McKittrick
concrete-paved section of 1

meets many of the oil
n California.

CEMENTS
AFFIC
L FIELDS

Kern County, Calif., is a
U Fields Truck Highway.

West Virginia's concrete roads provide quick, reliable
transportation to her oil fields.

An old fashioned pump at an oil well in northwestern Penn-
sylvania, where concrete roads meet heavy traffic demands.

Concrete paved Raymond Ave., Long Beach, Calif., is
the approach to the famous Signal Hill oil field.

A concrete road
connects this oil
field with the city
of Orange, Texas.

Oil storage tanks line the Sapulpa Road in
Tulsa County, Oklahoma.

«r. on reque.t.
This makes con-
... «i KO ^^^^=^^^^^^^^=^^^^^=^^^^^^=^^^^^^^^^ tents of back num-

Vol. VIII AUGUST, 1924 _ No. 8

Notify the Edi- - ers will for that

tor at once of Published Monthly by reason find it de-

change of address r»/-vr»TT AKTT*I r*T?\rc\.vr A o O/-V/^T A TT/-MWT sirable to maintain

and of non-de- PORTLAND CEMENT ASSOCIATION a permanent file of

Kvery. Ill WEST WASHINGTON STREET - CHICAGO, ILL. current issues.

Concrete for Permanence

Better Proportioning

HIGHWAY engineers and contractors are properly placing increased emphasis
on the matter of better proportioning of concrete aggregates for pavement
construction. Several methods of combining materials in more effective proportions
are in use, all of them working toward the same end — better concrete. One of these,
described on page 1.76 of this issue of the CONCRETE HIGHWAY MAGAZINE, illustrates
the practical application of the "fineness modulus" method of proportioning. Paul
E. Kressly, a consulting engineer of Los Angeles, found that the application of this
method of proportioning was practical in the field and that its use produced con-
crete superior to that secured by combining materials in set proportions, regardless
of the nature of the aggregate.

One objection to arbitrary proportioning is that it produces concrete of widely
varying strengths — sometimes as much as 15 or 20 per cent above or below the aver-
age for the job. The same materials, properly proportioned, will give not only
higher strengths but more uniform concrete. Another objection is that acceptable
aggregates are limited to certain tried-and-true sizes even though other aggregate
which could be obtained locally at a greatly reduced cost would, if combined with
the proper amount of cement and water, produce equally good concrete. These
objections are fundamental and are factors which will influence the more general
adoption of scientific methods of proportioning.

The "fineness modulus" method was developed from thousands of tests of con-
crete made from materials from every part of the United States, combined in different
proportions and with varying amounts of cement and water. The results of these
tests revealed the fact that, the strength of the concrete specimens depended upon
the amount of mixing water used, the strongest concrete being that which, while
plastic and workable, contained the least amount of water. It was also shown that
certain combinations of aggregate produced workable concrete with less mixing
water than others. Thus while the amount of mixing water determined the strength
of the concrete, the grading of the aggregate determined the amount of mixing water
needed. Proper grading of aggregates was, therefore, the important consideration
in designing concrete mixtures.

It was found that the best method of determining and measuring that quality of
concrete aggregates which made it possible to produce workable concrete with small
amounts of water, was sieve analysis. When, beginning with the 100-mesh sieve
and doubling the size of the opening for each succeeding sieve, the percentages of the
material retained on each sieve were added together, a coefficient was obtained which

August, 1924 CONCRETE HIGHWAY MAGAZINE 183

indicated the concrete-making quality of the aggregate. To reduce this coefficient
to significant, easily remembered figures, the sum of the percentages coarser than
each sieve was divided by 100 and the resultant figure was called the "fineness
modulus" of the aggregate. The fineness modulus to use for various maximum sizes
of coarse aggregate may be taken from bulletins issued by the Structural Materials
Research Laboratory which may be obtained from any of the offices of the Portland
Cement Association.

An inspector equipped with a set of sieves and a scale may, by making a sieve
analysis and a few simple calculations described in the Laboratory bulletins, deter-
mine the volume of fine and coarse aggregate which will give the desired fineness
modulus with the available materials. The highway engineer will then specify the
volume of mixed aggregate to be used per volume of cement, reserving the right to
vary the proportions of sand and stone as may be necessary. Or the engineer may
specify the strength of the concrete desired, allowing the contractor to select the
materials which will give him the lowest cost per cubic yard of finished pavement,
these materials to be combined in the, proportions necessary to secure the required
fineness modulus.

The fineness modulus method of proportioning materials has many advantages.
It makes possible the use of materials of an infinite number of different gradings
without changing the strength of the concrete; it determines the amount of mixing
water to be used ; it produces concrete of a more uniform consistency which facilitates
the work of placing and finishing; it is possible to check the amount of cement re-
quired more closely; it makes possible the design of concrete of predetermined
strength.

The Bond Market Turns Favorably for Public Construction

"DECENT months have witnessed changes maximum of efficiency and economy — in

*x in the bond market of a character other words, that in so far as its character

decidedly favorable to the building of public permits, it be conducted in the same manner

works. Municipal bonds (the term "munic- as the best private enterprises. This means,

ipal is applied in the market to the issues of among other things, the taking advantage of

States, Cities, Counties and minor political financial opportunities. When money is

sub-divisions) have advanced an average of dear, many a concern curtails expansion, con-

more than 3M per cent in price since January struction, purchasing; and per contra, when

1 of this year; and many issues which sold at money is easy, goes ahead with improve-

discounts in 1923 and early in 1924 are now ments. Especially is this true of improve-

above par. Reversal of the downward move- ments which include provisions for future

ment of bond prices occurred in February and growth or increased demand.

March, since when the upward tendency has •»«• , ...

not been interrupted. The average price of ,uMl"* public construction necessarily is of

all classes of bonds rose approximately 3^ ^hls latter character. Population and the

per cent between January 1 and July 15, with demands of population are growing; and no

ne°f ' gf jlS&W

making possible more construction with funds ficld. to present need. With rare exception

obtainable by public borrowing, or in reduc- pubhc buildings roads, water systems and

ing the cost of public structures, is a matter other works are built for the future as well as

of real moment. In some instances it may for the. Present— sometimes of necessity for

make all the difference between indefinite many decades of the future.
delay and the immediate execution of im- In many instances of pending, yet unde-

portant works. cided, public construction the present im-

It is the desire of the taxpayers and the proved financial situation may be sufficient

purpose of every conscientious public officer to turn the delicate balance of factors on

that public business be conducted with a which the economy of such enterprises hinges.

(From Engineering and Contracting, July 23, 1924.)

184

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 8

Unusual Street Construction Problems
in Astoria Solved by Concrete

By O. A. KRATZ
City Manager, Astoria, Oregon

AFTER the disas-
trous fire in Astoria,
Oregon, December 8,
1922, which wiped out
the business section, city
officials were confronted
with a problem of com-
plete reconstruction of
streets in the burned area .
This city of historic
interest, founded in 1811
by John Jacob Astor, was
originally built on piling
on tide flats. In 1916
the city built a heavy sea
wall and raised the street
grade sufficiently to allow
for basements. A hydraulic fill was then made to the basement level. It was at
this time that engineers urged the construction of a reinforced concrete pavement
and retaining walls along the curb. It was thought by opponents that this scheme
would be too costly. Viaducts of creosoted timber, with plank floors carrying the
pavement, were therefore substituted. These streets were burned to the ground.

Plans selected for the replacement of streets involved a new and unusual, at least
to this part of the country, type of structure. It is called a step-wall. Besides
being more economical in materials than the ordinary gravity, cantilever, or counter-
fort wall, it has a particular advantage in that it provides conduit tunnels for a dual
system of water, sewer, gas, electric light, telephone and telegraph lines.

The walls rest on a
reinforced concrete cap
placed directly on sup-
porting piles. The hol-
low space varies, of

||'... *| Pp^T nya^er"r^'olumbia^er "- : • r^JWW jig course, with the design
!'. s ;» ^;,*^,-U____/__^v Donn „„„__ _ti__.__-Jj ^| but averages 4 feet wide

l\'\ k\ \ all and 5 feet, 6 inches high.

The height of the entire
wall from the bottom of

£*c. Tetepnone etc wnrorcemenT nor snown footing tO the top of

The concrete pavement on Commercial St., the principal busi-
ness thoroughfare of Astoria, affords fire-safety as well
as an ideal surface for traffic.

Stretts-SO-eOand 7Ofeet

34-36 and 44 ftef between curbs

T'Portland Cement Concrete Pavement I-Z-3M1.

*-*^<

^nforcemenT not sho»n

August, 1924

CONCRETE HIGHWAY MAGAZINE

185

Sand for the fill was brought into the forms through pipes by
means of hydraulic pressure. The water flowed off, leaving a
firm sand subgrade.

curb varies from 8^ feet
to 21 feet, but the walls
are mainly 12 feet high.
The accompanying sketch
clearly shows the design
involved.

All of the pavement
in the burned area is
now reconstructed of con-
crete on a sand fill.
There are approximately
27,000 square yards of
concrete pavement in the
improvement. It is a
1:2:3 mix, and 7 inches

in thickness. Transverse joints, with %-inch dowels, 4 feet long, spaced 2 feet on
centers, were placed every 30 to 50 feet.

In addition to the concrete streets, many thousand feet of concrete sidewalks
were built. These, varying in width from 8 to 13 feet, are 5 and 8-inch concrete
slabs, reinforced. In places where the sidewalk could not be supported by building
walls, the slabs were placed on 8 by 18-inch concrete beams reinforced with three
%-inch deformed bars. The beams in turn are supported at one end by corporals
on the step-wall and at the other by 8 by 8-inch reinforced concrete posts.

Our new "fireproof" streets and abutments were placed under the direction of
R. A. McClanathan, City Engineer. Preliminary plans were furnished by the
Aston Step-Wall Company, Portland, Oreg.

It is something unusual to speak of "fireproof streets," but peculiar conditions
give birth to peculiar
terms.

The present streets
would be in no way ef-
fected by fire, still we
have insured ourselves
against a similar catas-
trophic by building fire-
proof stores, hotels, banks
and other structures as
well as fireproof streets.
This new construction has
enveloped Astoria in a
cloak of fireproof mate-
rial and in its perma-
nence we are to find a
new and greater com-
munity prosperity.

The mixer, which operated in the center of the future street,
chuted the concrete into forms at both sides as it progressed.

186

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 8

Concrete Pavement Withstands
Hard Knocks

WEST VIRGINIA hillsides have a habit of slipping into the valleys, carrying
with them fences, trees, telephone poles, culverts and, unfortunately, high-
ways. This habit makes road-building a rather exciting game, with Mother Nature
on one side and the highway engineer, trying to beat her, on the other. Nearly
every slip is different from the previous one and many interesting methods of pre-
venting them, or of keeping pavements intact in spite of them, have been used in
different parts of the state. An example of the latter may prove interesting to other
engineers who have similar problems to solve.

In 1916 the Decker's Creek Road was paved with 6-inch concrete reinforced with
expanded metal weighing about 35
pounds per 100 square feet. It is
a side hill road, partly in cut and
partly in fill, and had been in use
many years before it was paved.

At one place where the road
rounded the point of a hill there
was a spot known to be bad. Each
spring wagons and teams became
mired in the sticky, mushy earth in
this short section of highway and
each year a little new earth had to
be hauled in to bring the surface
back to its former elevation.

On that account when the pavement was built the 100 feet of concrete slab cov-
ering this bad spot was reinforced with two layers of expanded metal instead of the
one layer used on other sections, making the total weight of steel about 70 pounds
per hundred square feet. No extra thickness of concrete was put in and, except for
the additional reinforcement this 100-foot section was like every other section on
the road.

The first spring after the paving was built the earth of the bad spot began to
settle. The settlement was not the ordinary earth slide encountered on West Vir-
ginia hills but seemed to be a vertical depression; the earth in the short slope below
the road did not move downward, as would be expected, but at the foot of the slope,
just above the tracks of the railway which parallels the highway, a mound of earth
rose slowly as though pushed up from below.

The settlement continued until there was a cavity 70 feet long and nine feet
wide under the pavement. As the hole deepened the slab deflected and shoring
was put in to keep it from breaking. The cavity became so extensive, however, that
it seemed impossible to save the pavement; the best plan apparently was to let the

The pavement was shored up to prevent breaking. In

spite of progressive settlings the slab

remained intact.

August, 1924

CONCRETE HIGHWAY MAGAZINE

187

The above plan illustrates the soil formation and the manner
in which the support was constructed.

concrete fall into the hole,
repair the subgrade so
that it would be stable in
the future, and then re-
build the pavement.

When that decision
was reached a daredevil
foreman suggested that it
would be a good time to
find out just how much a
concrete pavement would
support. He proposed to
remove the upper part of
the shoring so that the
slab must bridge the cav-
ity then drive an old truck over the pavement to see what would happen.

The old truck was brought and, with the foreman at the wheel, was driven first
over the half of the pavement resting on solid earth then, in successive trips, farther
and farther out on the unsupported section. Finally it was driven along the extreme
outer edge — but the pavement was not damaged. Then a few rocks were put in
the truck and the trip repeated. The load was increased, a little at a time, until it
reached 15 tons and, though the slab was badly bent as the truck passed, it was
not broken. Concrete, 6 inches thick, which would support a 15-ton load over a
70-foot span longitudinally and a 9-foot cantilever transversely seemed worth saving
if that were possible. Since the inner edge of the slab rested on a rock subgrade
the only feasible plan seemed to be to support the outer edge on some sort of founda-
tion extended to bed rock. Then the spongy soil could settle as much as it liked
without doing any damage.

Carrying out this plan the shoring was replaced, the pavement jacked up to it
original position and thirteen holes, each 8 or 10 inches in diameter, were drilled at
6-foot intervals through the extreme outer edge of the slab. A well drill was then
run out on the pavement and, working through the holes in the concrete, holes
were sunk through the soft earth of the slip and into the rock beneath. The ma-
terial encountered in drilling was as follows :

For a hole 29 feet deep at the end of the
settlement:

0 to 21^ feet (measured from the top of the
pavement): soft, loose, slipping ma-
terial.

21*4—23 feet: solid formation.
23—26 feet: soft shale.
26—27 feet: hard shale, lime.
27 — 29 feet: white soapstone shale.

For a hole 33 feet deep near the center of
the settlement:

0 to 23 feet: soft, loose, slipping material.
23 to 33 feet: white and purple shale.

The drill worked through 8-inch
well-casings which were left in
place. The bit made a hole in the

The heavy beam and wooden guardrail is all that , , ,. . , ,

denotes the changes made in this section of the SOf t earth quite a little larger than

road. Heavy traffic passes over the former ,1 • .-,• i i j ,1

sink hole in safety. the casing; this hole and the cas-

188

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 8

ing was filled with concrete to make posts extending from just beneath the
pavement to five or ten feet in the rock foundation. The casings were not
only protected from rust by the concrete surrounding them but also acted as
reinforcing for the posts. Around the top of the posts and up against the bottom
of the slab there was then built a continuous concrete beam 72 feet long as
shown in the accompanying sketch. The holes cut in the pavement slab were
filled with concrete at the same time the beam was made, binding pavement
and beam rigidly together.

This reconstructed section has successfully carried the heavy loads common
to a mining community since it was built 7 years ago. Except for a hollow
drumming sound as loads pass over the thin shell of pavement and a wooden
guardrail put up to prevent vehicles from running over the edge, this section
is similar to all others.

Combined Concrete Pavement and Sea-
Wail Serves Double Purpose at Biloxi

By JNO. J. KENNEDY,
Mayor, Biloxi, Miss.

BY combining a concrete pavement with a sloping sea wall and building the two
as a monolith, the city of Biloxi, Miss., obtained in a single structure, a beau-
tiful drive along the Gulf of Mexico and a sturdy, enduring protection against wave
action. Through the medium of concrete a structure was secured which met equally
well the requirements for a boulevard trafficway and a rigid, indestructible protection
against the sea.

As shown in the accompanying cross-section, the structure consisted primarily of
a concrete slab, 10 inches
thick, the roadway section
of which was 28 feet 6
inches wide and sloped
slightly toward the adja-
cent shore of the Gulf of
Mexico. Beyond the out-
side curb line, the slab
was turned downward in
a parabolic curve which
rested on wooden piles.
The slab is reinforced with
^s-inch round bars spaced
twelve inches on centers
both longitudinally and
transversely. The rein-
forcement was placed in
the center of the slab and extends continuously through the pavement and the sea
wall. Between the sidewalk and the curb a concrete duct was built in which water
and gas mains are carried. The duct was then filled with earth and sodded. At

West Beach Boulevard, built in 1923, has become one of Biloxi's
most desirable residence streets.

August, 1924

CONCRETE HIGHWAY MAGAZINE

189

\^~^fropertj line 3'.

0' 2.8'-6"

r6"x8' curb not monolithic

Concrete duct — t? — -j

•"""IY-* ^ * bars If 'oc both ways, j g" slope . " 6°~k

g~wetp holes, IS ft oc

mom*

Inlets into drain-^ *
every 50 ft

500-foot intervals

8" concrete drain 500 ft apart-3
Parabolic slope
with roadway slab

8-inch concrete pipe was

built monolithic ^O-K^Seo level
^ 50 ft sections-^^^^elev^ 00^

10- 0' l'^^

placed under the pavement to drain subsurface
water into the Gulf. Surface drainage was taken care of by
means of weep holes in the outside curb which allowed storm
water to flow onto the beach.

In building the combined pavement and sea wall, a line of 3-ply sheet-piling, 10
feet long was driven into the sand so that the top of the piles were approximately
2^/2 feet below sea level. The subgrade was then excavated to the required con-
tour to form the inside surface of the sea wall and wooden forms, resting on the sheet
piling provided the outside form. The mixer operated on the prepared subgrade
of the driveway. The duct for the service mains was built first after which the
concrete for the pavement was spread, the placing of the concrete continuing toward
the beach and into the forms for the curved section. The concrete placed in the
curved section was wheeled to the forms on plank runways. Concrete for each
slab between expansion joints was placed so as to make pavement and sea wall
monolithic. Transverse expansion joints were placed at intervals of from 25 to
37J/6 feet and extended continuously through the entire structure. Concrete was
proportioned 1:2:3, with crushed slag for coarse aggregate. The surface of the
pavement was finished with a roller and hose. The outside curb was placed last.
It was anchored to the pavement slabs by means of reinforcement bars placed in
the concrete when the pavement was built.

The new concrete pavement, completed in the summer of 1923, replaces an old
shell road without protection against wave action. After every storm parts of the
old road were washed away so that traffic was forced to detour over other streets.
Repairs were a continuous heavy expense.

About 3,000 lineal feet of the West Beach Boulevard have been improved as
described, and the new concrete pavement has become Biloxi's favorite motor drive.
Along the road are stately southern homes, set well back in green lawn spaces and
surrounded by spreading live oak trees. At intervals are spacious hotels, for Biloxi,
situated as it is on the shore of the Gulf of Mexico, is a favorite summer resort for
New Orleans residents and a winter resort for the people from the North who
come to bask in the warm Gulf Coast sunshine.

"pORTLAND cement is now 100 years old. It was invented in 1824 by an
* English mason, who called it "portland" cement because of its resem-
blance, when hardened, to an English building stone quarried on the Isle of
Portland. The first American plants for its manufacture were established 48
years later. Today the United States produces more portland cement than
all the rest of the world combined.

190

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 8

State Trunk
f
BEMIDJI

LCA55 LAKEy*^^ NASHWAI

RIVER

>tate Trunk Highway N*35
72m«>5 of concrete pavement

VIRGIN:

PINE
RIVER

Jeferson

E>RA1NERD\

LITTLE
FALLS>

SAINT.
CLOUD'

KE.EWATIN
VEV
SRAMD RAPIDS

AURORA

rMilkrTrunk
Highway-
56 miles of
(concrete rood.

DULDTH

SUPERIOR

A MOTOR ROUTE

THROUGH

NORTHERN
MINNESOTA

SAMDSTOrtE

State Trunk

PINE CITY

State Trunk
Highway Nfi 3
83 miles of .
concrete road.

*: ;' SF

IMOKA1

MINNEAPOLIS

ST. PAUL.

August, 1924

CONCRETE HIGHWAY MAGAZINE

191

Falling waters welcome the motorist to the land of woods and waters as he crosses

the Elk River.

To the Woods and Waters, — -Via Concrete

IT IS possible to make the round trip from the Twin Cities through Northern Min-
nesota by way of Bemidji, the IronRange and Duluth in three days. The roads
are excellent — long stretches of concrete and well maintained gravel. But it would
be folly to rush through the Land of Ten Thousand Lakes. Better to loiter along
the way! The cool, dim forest trails promise a taste of primitive out-of-doors and
there are bass, pike, muskellonge and trout.

Properly equipped for this tour, there will be a tent strapped to the running
board; fishing tackle will be in the car and old clothes will be the fashion. Then —
a touch on the starter and away to the land of woods and waters! State Trunk
Highway No. 3 leads north from Minneapolis to Anoka. Then an 83-mile stretch
of glorious concrete, every mile of it perfect motoring joy. Beyond is gravel, well
marked and well maintained. The farm lands are left behind and the 'road winds be-
tween shimmering expanses of water leading on into the heart of a region of un-
spoiled wilderness.

From Bemidji the road extends eastward. Here, in the Minnesota National
Forest is the Northland of the French-Canadian voyageur and the Indian. Almost
anywhere the fisherman may unlimber his rod with gratifying results.

Then comes Grand Rapids, near the headwaters of the Mississippi. To the
northeast, along the route, lies the Mesabi Iron Range, the greatest storehouse of
iron ore in the world. Great open pits yawn below the highway. A 72-mile stretch
of concrete links the Iron Range towns.

The route turns south at Virginia, but the concrete continues in an unbroken
stretch of 56 miles on the famous Miller Trunk Highway. The approach to Duluth
is inspiring. Nearly 500 feet below the bluffs, lies the long, narrow city with its
land-locked harbor, its entrance spanned by an aerial bridge, the only one of its
kind in the United States. A day's drive on state route No. 1 brings the motorist
to St. Paul and Minneapolis — the circuit completed.

Here In Itasca County are the natural reservoirs which feed the Father of Waters.

Distance in ton-miles
per gallon of gasoline

Concrete
Saves Gasoline

You will find the simple chart, shown above, worth
more than a passing glance. It points out a lesson
in economy directly connected with every motorist's
check book.

The chart shows the average ton-miles per gallon
of three types of highway surfaces, as proved by
tractive resistance tests conducted by Iowa State
University.

Note that a gallon of gasoline carries you more
than twice as far on a Concrete Road as on a dirt
road and one-third farther than on gravel.

In addition to being skid-proof, rigid and lowest
in maintenance cost, Concrete Roads assure a
marked saving in gasoline. Their all-around econ-
omy goes a long way toward paying for them.

Send for our booklet R-3 which tells many
other interesting things about Concrete Roads.
Write the nearest District Office for your copy.

PORTLAND CEMENT ASSOCIATION

A National Organization to Improve and Extend the Uses of Concrete

DISTRICT OFFICES AT

Atlanta Denver Los Angeles

Birmingham Des Moines Memphis

Boston Detroit Milwaukee

Charlotte, N. C. Indianapolis Minneapolis

Chicago Jacksonville New Orleans

Dallas Kansas City

New York

Salt Lake City

Oklahoma City San Francisco

Parkersburg Seattle

Philadelphia St. Louis

Pittsburgh Vancouver, B. C.

Portland, Oreg. Washington, D. C.

MAGAZINE

DEVOTED TO CONCRETE ROADS, STREETS

VoI.VIII September 1924

ALLEYS

No. 9

More Concrete Used in Lorain County, Ohio
The Virginia Tidewater Concrete Belt.

Page 195
Page 213

Concrete for Permanence

Inspector

Curin

MANY tests have been made which
show the importance of protecting
concrete from drying too rapidly while it
is hardening. These indicate that both
the compressive and the flexural strength
as well as resistance to wear are so mate-
rially increased by proper curing that it
is imperative to give this phase of con-
struction the attention it merits.

It has been found that by keeping
concrete damp for the first ten days, the
compressive strength is increased 75 per
cent and resistance to wear is increased
65 per cent. Three weeks' protection in-
creases the compressive strength 115 per
cent and the resistance to wear 120 per
cent. When, in addition to rapid drying
out, the pavement is subjected to the
cooking action of the summer sun, the
effect on the top half inch is almost as
severe as freezing would be.

Tests show a steady increase in
strength and resistance to wear during
the first 21 days of proper curing. After
that the increase gradually grows less.
It is during the first few days that pave-
ments are most affected by drying and
the first 24 hours are the most important
of all. Strength lost by failure to keep
the pavement moist during this early
hardening period can never be wholly
regained by subsequent wetting.

In hot weather the pavement should be
protected as soon as the last finishing
operation is completed. This is best
done by placing a burlap cover over the
concrete and sprinkling the burlap with
a fine spray. The use of the burlap cover
has also, to a large extent, eliminated

trouble from hair checking which is
caused by the surface of the concrete dry-
ing out and contracting more rapidly
than the mass of the concrete during the
early hardening period. The burlap
strips must be placed on the concrete so
gently that they will not mar the surface
and they must be kept wet.

As soon as the pavement has hard-
ened sufficiently the burlap should be
removed and replaced by a covering of
earth, hay or straw. On comparatively
flat grades curing is often effected by
covering the concrete with ponds of water
which are held in place by earth dams
built along the edges and at intervals
across the pavement.

If an earth covering is used it should
be at least two inches thick and of a soil
which will hold moisture. Stones or hard
lumps have no value as curing agents.
Hay and straw absorb moisture readily
and retain it well. They must be free
from stable manure and must cover all
parts of the pavement to a depth of 6
inches.

Whatever the method adopted, it is
the inspector's duty to see that the entire
pavement from edge to edge is kept wet dur-
ing the entire curing period. Curing is so
important that if there is not enough
water for both mixing and curing, the
mixer should be stopped.

The inspector must see that the neces-
sary barriers are erected and maintained
at all intersections and closures. Traffic
must not be allowed to drive over or use
the pavement until the full curing period
has expired.

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Sept.
VolMII

West Market Road, Hood River County, Oreg.

Concrete Construction on Increase At
Lorain and in Lorain County, Ohio

By C. C. MILLER
City Engineer, Lorain, Ohio

IN recent years, considerable progress has been made in the construction of hard,
even concrete pavements both on the highways of Lorain County, Ohio, and on the
streets of the city of Lorain situated in this county. Progress in the design of pave-
ments built, as well as in increased yardage, is of moment in that the benefits which
have attended construction of this type have influenced public sentiment in favor
of more paved highways and more hard surfaced streets. Progress has been rapid.
Lorain, which lies on the south shore of Lake Erie at the mouth of the Black River,
was a busy center of war
time shipbuilding. In | ^._g_________

1919, the Federal Homes
Building Company laid
about 20,000 square yards
of concrete on the streets
of the Emergency Fleet
Corporation's housing
addition. Later in the
same year, the Lake View
Park Realty Company
built 19,600 square yards
of the same type on the
streets of its subdivision.
These two projects con-

ko ^I'f^r «f Heavy industrial traffic in Lorain is carried with a minimum of
ne City OI maintenance and repair cost to the taxpayers.

196

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 9

Winding concrete-paved streets aid in making
Lorain's residential sections attractive.

Lorain's first experience with concrete

streets.

Since that time, street paving of this

type has grown steadily in favor. The

clean, pleasing appearance of streets con-
crete-paved, together with their durability

and their economy, won many friends for

this material and created a demand for

more paved streets. The city built a

small yardage in 1920, 29,910 square

yards on various streets in 1921, 62,431

square yards in 1922 and 38,960 square

yards in 1923. While the total yardage

built last year was less than that of 1922,

it represented a greater percentage of the

total paving of all types laid during the

year. Concrete surfacing comprised 70

per cent of the 1922, and nearly 98 per

cent of the 1923 program.

The factor of economy has had a great deal to do with the selection of concrete

pavements. Lorain covers a large area for its population of 40,000, therefore,

property is not high in valuation. On streets where lots are worth $10 to $15

a foot, concrete has been built for $5.50 to $6.50 a foot. Competitive bids indicated

that other types would have cost from $9 to over $10 — in some cases as much

as the value of the property.

Lorain houses four great industries: The National Tube Co., the

American Ship Building Co., the National Stove Co., and the Thew Shovel Works,

the latter the makers of the steam shovels of that name. The large steel plant of the

National Tube Co. employs between 8,000 and 10,000 men.

It is interesting to note the changes that have been made in the design of concrete

streets. Those built in
1920 and 1921 were of
two-course construction,
with limestone top (1920)
and granite top (1921).
Slag, readily available
from the National Tube
Company's furnaces, was
used in the base courses.
Since 1922, one -course
concrete, with well graded
blast furnace slag, has
been built exclusively.
Another change is added

Business interests in Lorain find that concrete pavements are , • i » •, • i

easily cleaned and give a prosperous appearance to the city. tmCKneSS. AS It IS real-

September, 1924 CONCRETE HIGHWAY MAGAZINE

197

ized that every street
must at some time carry
even the heaviest traffic,
the six-inch thickness of
the early concrete pave-
ments has been increased
to nine and ten inches.
In Lorain County, a
recent job of particular
interest was the construc-
tion of the North Ridge
Road. This work, which
included 1.1 miles of 18-
foot concrete road using
slag as coarse aggregate,
was built in 163^ days by
the Paterson Construction & Supply
Company of Lorain, under the direction
of C. M. Theobald, County Engineer.
It was built with thickened edges, after
the Illinois design. A good smooth riding
surface was secured and Mr. Paterson's
company deserves much credit. Inci-
dently, this company has placed more
than 250,000 square yards of concrete
pavement in Lorain and Lorain County
during the last two years.

With other recent construction, Lorain
County now is served by a highway sys-
tem of enduring concrete. These roads

North Ridge Road, a concrete-paved highway, brings business
to Lorain during every month of the year.

Shady elms, and concrete streets aid in many ways in making
Lorain a more prosperous and beautiful community.

Florida Street, Lorain, is an
example of the attractive-
ness which concrete pave-
ment gives to a city.

and the many concrete
streets in Lorain
that help in a thousand
ways to make a more
prosperous and beautiful
community, stand out as
evidence of the interest
and integrity of the
county and city officials
who were instrumental in
their construction.

198

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 9

City

Planning and Zoning

Their Relation to Streets and Highways

By JACOB L. CRANE, JR.
City Planning Engineer, Chicago, 111.

Note — The first three chapters of this series of notes appeared in the July and
August issues of Concrete Highway Magazine. They discussed:

I The Relation of City Planning and Zoning to the work of City Officials.

I 1 Street Location and Topography. Ill Traffic Routing.
With the following two chapters the series is concluded.

IV Street Design Controlled By Zoning

EVERY city engineer can recite instances where light, narrow pavements were
built to serve a residential traffic. Promptly an industrial or commercial
district grew up and the pavement was destroyed or had to be reconstructed to
support the new traffic.

Frankly, this is waste. Not by the engineer who designed the pavement nor by
the contractor who built it, but by the community at large which did not assure them
that the character of the
district would not change
and the pavement be-
come unsuitable. With
no possible way of fore-
telling the character of
traffic to come, the en-
gineer is practically help-
less. For the sake of his
own reputation he may
overdesign, but over-
design may be just as
wasteful as underdesign-
ing.

When the engineer
knows that the property
along a given street is zoned as residential property, he is able to design a pavement
slab of such thickness and reinforcement as will support not only the passenger
automobile, but the heavy coal, oil, ice and other service vehicles which must use the
residence street. He knows with a great degree of accuracy, the number of vehicles
of each kind to design for, and with the basic facts thus established by Zoning, the
most economical pavement may be placed, because it is designed and constructed
to carry the loads which it will bear.

Similarly in the commercial and industrial zones, the pavement structure and
surface may be built to support the greater number of vehicles and their greater unit
weights. Such traffic is made up of a large number of heavy vehicles carrying raw
materials and other supplies to and from our merchants and manufacturers. A pave-
ment 10, 11 or 12 inches thick reinforced with heavy steel mesh or bars may be the

business street ample space must be provided for parked
cars.

September, 1924 CONCRETE HIGHWAY MAGAZINE 199

These narrow pavements will continue their satisfactory service to the residences for many
years if protected by a Zoning ordinance.

cheapest pavement to build because of the long and satisfactory service it will render.
There is experience to guide the engineer in determining both the width and

strength of pavements,
and he will make the
proper designs when the
community makes it pos-
sible for him to do so un-
der a definite City Plan
and Zoning ordinance.

The value placed
upon property zoned as
commercial or industrial
justifies the assessments
necessary to pay for the
wider and thicker pave-
ment which the engineer
will plan. And in resi-
dential sections Zoning is
a promise that an owner may invest in lighter and narrower pavements without dan-
ger of encroachment by commerce and early destruction of his pavement investment.

V Economy of Street Widths and Surfaces

Aside from the construction cost of the pavement, the expense of transportation
depends upon the width of the pavement and the character of its surface.

Pavement widths are quite definitely determined by Zoning. Quiet, short streets
in residence districts may properly be built 20 feet wide to accommodate the occa-
sional parked car and leave ample space for moving cars to pass. On a longer block
serving more residences there will be more parked cars, and the pavement may
better be 26 or 27 feet wide.

Generally 9-foot lanes are required, especially on boulevards where the speed is
somewhat higher than on residence or business streets. Where motorbus traffic
or street car lines are to be provided for, their lanes should be 10 feet in width.

While a few years ago most street widths were in multiples of 10 feet, engineers

Heavy vehicles which deliver supplies to suburban stores require
strong and wide pavements.

200

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 9

Sherman, Texas, has twenty-foot wide residence streets.

have found that the flow
of traffic is just as smooth
on the 26 or 27-foot road-
ways as on those 30 feet
wide, on the 36 foot road-
ways as on the 40 and on
the 45 foot roadways as
on the 50. Exceptions
are made, of course, and
10-foot lanes are provided
when trucks are expected
to use the pavement.

Under all types of ve-
hicles, regardless of the
roadway width, the char-
acter of the pavement surface is of the utmost importance. A principal requirement is

that it be smooth or even, but not slippery. A car has only four small areas of contact

with the pavement, vary ing from about 10 to 20 square inches each, and it is by friction

with the pavement surface at these four small areas that the car is started or stopped.
The pavement surface should require only the minimum slope or crown to drain

to the inlets. It should be not only a lasting, durable surface, but should retain its

evenness under all temperatures.

A smooth, hard pavement, especially one which retains its evenness, is readily

cleaned. Power flushers are in general use now, and when the paved surface drains

readily and there are no crevices or unevennesses to retain the dirt, the cleaning

costs are reduced.

The making of service openings in city street pavement is an evil which

will probably always be with us. As the surface should be replaced with a patch

which is structurally sound and is neither unsightly or uneven and which does

not require costly equipment or machinery, the type of pavement possessing

those qualities must

steadily gain favor in

municipalities of all

sizes.

All these matters:

width and number of

lanes, parking space,

pavement surface, and

the making of service

openings, may be readily

controlled under a City ~;,JT>.V .?"";.. >^ Ep^jL

Plan and Zoning ordi- -- ««5 , <

nance, and the greatest

economy will be effected

therebv in every pave-
Rigid and even, but so gritty in texture that it is skid-proof,

ment expenditure. the ideal pavement must be safe in all weather.

September, 1924 CONCRETE HIGHWAY MAGAZINE 201

Concrete Streets are Easily Cleaned

Clean pavements make
surroundings more healthful.

Street superintendents have
found that concrete pavements
can be kept clean at minimum
expense. Power-driven flushers
will clean a concrete pavement
of every vestige of street dirt
and the flushing can not make
the pavement slippery. Water
drains off readily, leaving the
pavement clean and dry.

202

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 9

Bethlehem Steel Company's Development
Has Concrete Streets

By C. W. FLENNIKEN

Formerly Housing Engineer, Bethlehem Land & Improvement Corporation

Lackawanna, N. Y.

I^O enable employes of the Lackawanna, N. Y., plant of the Bethlehem Steel
Company and its affiliated companies to purchase and own their homes in a
convenient locality and in good surroundings, the company planned for the erection
of 300 houses in a section of the city of Lackawanna. This entire development,
which is handled by the
Bethlehem Land and Im-
provement Corporation,
is estimated to cost in the
neighborhood of $1,250,-
000 and includes paved
streets, sidewalks, sewers,
water, electric lighting,
trees and shrubbery. A
park and playground was ; . ,»^

set aside and provisions * ,;

were made for the neces- JBli

sary stores and amuse-
ment places; in all, to
make it an attractive,
complete community.

One of the features of the development is the extent to which the material, concrete,
entered into the various phases of construction. Plans provided for four miles of
durable concrete-paved streets, 122,000 square feet of concrete sidewalks, an attrac-
tive concrete bridge of 40 foot span across Smokes Creek which runs along the north
side of the tract and one mile of 8-foot high concrete retaining wall along the same
creek. Each house is furnished with a concrete cellar floor 3^ inches thick.

Concrete block was used to insure dry basements in the houses
erected by the Bethlehem Land and Improvement Corporation.

Pleasant surroundings and good houses will be augmented by the clean concrete streets in

Lackawanna, N. Y.

September, 1924 CONCRETE HIGHWAY MAGAZINE

203

Concrete pavement was chosen because of its durability, economy,
and ease of construction.

In addition to this paving and flooring, there were some 500,000 Blystone
concrete tile in the house foundations, and Bo Brick, a cinder concrete brick, was
used for manholes and chimneys. Fifteen different types of houses of various sizes
ranging from four to seven rooms were planned. Every house has concrete walks to
both front and rear entrances.

Concrete was selected for the street paving because of its durability, economy,
adaptability, and ease of construction. The contract for streets and sidewalks was
let to Whitney and Irwin,
Lockport, N. Y., last
summer. Good progress
has been made.

While the streets in
this tract will not carry an
extremely heavy traffic
for some time perhaps,
concrete was built of a
thickness — 6 inches at
the sides and 8 inches at
the center — to provide for
all future needs. The
concrete roadways all are
22 feet wide except those
on Madison Avenue
which has two 16-foot drives with a 24-foot grass and shrubbery area in the center.
Openings were left in the integral curb and for each lot a two-strip driveway was
paved to the sidewalk. This plan makes for uniform and attractive appearance.

Concrete for both streets and sidewalks was proportioned 1 :2 :4 and built in one
course. The streets were reinforced with 32 Ib. wire mesh per 100 square feet.
Transverse expansion joints were placed every 30 feet and extended through the
integral curbs. Sidewalks are of 4-inch thickness, 4 and 5 feet wide according to
location. Street paving was estimated to cost about $130,000; sidewalks, $25,000.

A good job was secured and it is believed that in the years to come, the owners
of the homes along these concrete-paved avenues will appreciate the Company's
choice in selecting concrete for their improvement.

Mechanical devices for economical handling of the materials
were used in speeding construction.

MAINT]

Concrete pavements, like all <
properly if they are to give r
acccomplished with simple,
small crew. Fall maintenanc
expensive and quickly done.

pica! maintenance crew filling
oints in concrete roads.

Gutting weeds and trintmirt^'lvf'ttsh^adds '*'
much to the appearance of the road.

Well maintained shoulders increase
the effective width of the pavement.

Immediately after the joint has been filled, it is
covered with sand.

types, must be maintained
mum service. This can be
xpensive equipment and a
ne is near. The job is in-
)ays.

A small crew cleans the joints and fills
them with bituminous material.

Equipment used for maintaining unpaved roads

may be diverted for shoulder maintenance on

concrete roads.

Maintenance
includes the
work of keep-
ing highway
markers clear-j
ly and neatly?*
{tain ted* *

A pouring can. The long

pout gets the material

directly into the joint.

Cleaning the joint with an air jet before filling.

«• on request.

Cuba. This makes con-

^^^=:^^=^^==n^^^^^^=^=:^^^=^^^^^^^= tents of back num-
Vol. VIII SEPTEMBER, 1924 No. 9

Notify the Edi-
tor at once of
change of address
and, of non-de-
livery.

Published Monthly by
PORTLAND CEMENT ASSOCIATION

111 WEST WASHINGTON STREET - CHICAGO, ILL.
Concrete for Permanence

ers will for that
reason find it de-
sirable to maintain
a permanent file of
current issues.

Street Yardage Awards Show Popularity
of Concrete Pavement

THE rapid increase in the yardage of concrete pavement awarded for street
improvement in American cities is its own testimonial of the regard in which
this paving material is held by city officials and taxpayers. During the first
seven months of 1924 approximately 18,000,000 square yards of concrete, the equiv-
alent of more than 1,000 miles of pavement 30 feet wide, were placed under contract.
Concrete street awards during these 7 months of 1924 are greater than for any
full year up to 1922 and within 300,000 square yards of the awards of that entire
year. And this record is more than three and a quarter million square yards greater
than the awards for the corresponding period of 1923, the previous record year.

Five thousand, eight hundred and fifty miles of concrete street pavement aver-
aging 30 feet in width were actually completed and under traffic at the end of 1923
and contractors still held contracts for almost 400 miles of such pavement. When
all the street work carried over from 1923 and the new awards of 1,020 miles to July 31
of 1924 have been completed, there will be 7,270 miles of this high type of pavement
serving traffic in the cities of the United States.

Some of the larger cities — 100,000 population or more — have been slower to adopt
concrete for their streets, chiefly because these cities were fairly well paved before
the tremendous increase in automobile and truck traffic. Now, however, practically
a quarter of the municipal street and alley awards are in cities whose population
exceeds 100,000. New York, Chicago, Philadelphia, Boston, Baltimore, Milwaukee,
Detroit, Los Angeles, Seattle, Atlanta, Indianapolis, Cincinnati, Kansas City and
many other important cities have built concrete pavements in the last few years,
some of them on their most important streets.

From coast to coast, taxpayers and public officials in American cities are insisting
on this rigid, enduring pavement. Combining as it does all the requirements of
strength, long life, economy, attractive appearance and ease of traction, it is only
natural that concrete will increase in popularity. It is the type of pavement best
suited for modern traffic conditions. Its steady, ever-growing increase in use on
the streets of cities of all sizes is an indication of its acceptance as the most desirable
pavement for the exacting requirements of present-day traffic surfaces.

September, 1924 CONCRETE HIGHWAY MAGAZINE 207

Road Conditions

AS autumn approaches, the motor tourist is forced to pay increased attention
to bulletins showing the condition of the roads over which he plans to travel.
He scans reports headed "Road Conditions" and finds that one road is to be avoided
after a rain, another is impassable in bad weather and still another is rough and
uncomfortable to use. On other routes the road bulletin simply lists the highway
as "concrete." No other explanation is necessary. A concrete road is good in the
fall as well in midsummer and rainy days do not interfere with time schedules.

Little wonder that hotel owners along improved roads report a pronounced
lengthening of the tourist season. Motorists object to tieups due to bad roads and
naturally seek the routes that assure uninterrupted travel. September and October
are ideal months to motor — where the roads are dependable.

Tourist travel is a business asset a community can well afford to cultivate.
Improved roads brought an unprecedented volume of tourist traffic to the Province
of Quebec during 1923. It was estimated that thirty million dollars were spent
by motor tourists during 1923 in this picturesque Canadian province and the 1924
crop will be still greater.

Authoritative statistics from Wisconsin show that during 1923 seven thousand cars
entered and left the state each day during the touring season. The average sojourn
in the state was 10.8 days and the average expenditure was $11.72 daily for each car.
The total expenditure in the state by passengers of foreign cars was computed to be
100 million dollars — a direct result of improved roads and the accessibility of
Wisconsin's resort regions.

Road improvement primarily serves the local community, but among the "by-
products" which make for prosperity is the annual revenue from motor tourists.
Concrete roads, besides providing economical, all-year transportation to local enter-
prise, attract the visitor. The fame of well paved, adequately marked roads and
of hospitable communities spreads rapidly and brings worth while returns.

Where scenery and local interest alone attract the motorist and influence him to
brave the uncertainty of unimproved roads, the early fall sees the end of the tourist
season.

Road condition bulletins are the advertisements which prolong or shorten the
season, according to the conditions noted, and influence the choice of the route for
fall motoring.

1DORTLAND cement is now 100 years old. It was invented in 1824 by an
f- English mason, who called it "portland" cement because of its resem-
blance, when hardened, to an English building stone quarried on the Isle of
Portland. The first American plants for its manufacture were established 48
years later. Today the United States produces more portland cement than
all the rest of the world combined.

208

CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 9

Seven Miles of Concrete Streets
Contribute to Dothan, Ala. Prosperity

By R. W. LISENBY
City Clerk, Dothan, Ala.

/\ MOST important milestone in the progressive career of Dothan, a southern
-£~\ Alabama city whose population increased from 247 in 1890 to 16,000 in 1924,
was the transformation of its streets from mud, dust and chuckholes to clean, service-
able concrete. With the building of these pavements came the outward evidence
of Dottian's change from an ordinary country town to a modern city.

Today, seven miles of concrete street pavement ranging in width from 21 feet to
50 feet, facilitate the business life of the city and contribute to the pleasure and satis-
faction of its residents. Adequate traffic surfaces are important, for Dothan is the
county seat and business center of Houston County, one of Alabama's best agricul-
tural communities. Papershell pecans, peanuts, cotton, corn and other farm
produce find their way over Dothan's streets to the warehouses from which shipments
are made. Nine wholesale houses distribute groceries, drygoods and hardware. Then,
too, Dothan is on two principal interstate tourist highways and foreign traffic mingles
with local commercial and pleasure vehicles on the city's attractive streets.

North Foster Street was the first street to be improved with concrete. When
the mud and dust on this important trafficway to the railway station was buried
under 6 inches of reinforced concrete pavement in 1921, taxpayers had a revelation
of the service value of modern street surfaces. Petitions came in for the improve-
ment, with the same material, of other streets and the years of 1921, 1922 and 1923

The change from mud, dust, and chuckholes to clean, serviceable concrete has done much to
make Dothan the progressive city that it is.

September, 1924 CONCRETE HIGHWAY MAGAZINE 209

Concrete pavements in Dothan's residential sections have increased property values.

saw a steady increase in the mileage of concrete-paved street surfaces. At the
same time other public works were undertaken. Sewer and water supply service
pipes were installed and new concrete sidewalks were placed. There was a general
sprucing up of property along the newly improved streets and Doth an rapidly
became a better city to live in and to do business in.

Concrete pavements in Dothan are built uniformly 6 inches thick and are rein-
forced with 40 pounds of wire mesh per 100 square feet. A 1:1/^:3 mix is used.
The surface is finished with a roller and hose and the completed concrete is cured for
a period of 21 days. Combined concrete curb and gutter is built after the pavement
proper is completed. Up-to-date specifications and careful workmanship have given
Dothan concrete pavements of which the taxpayers may well be proud.

All pavements placed are petitioned for by the property owners along the street
to be improved. The abutting property is assessed for all of the pavement ex-
cept street intersections which are paid for by the city. The cost to the property
owners averages $3.00 per front foot on the ordinary width residential streets with
a slightly higher cost for the wide streets on the through traffic routes and in the bus-
iness section. The total assessment is further popularized by spreading it over a
period of ten years.

Property values along the paved streets have in every case increased at least as
much as the cost of the pavement and in many cases considerably more. In one
instance the concrete pavement has been the direct cause of a sale of a piece of
property at a price 45 per cent greater than was offered before the pavement was
built. So desirable is it to have homes and places of business on the concrete streets
that petitions have been sent in requesting improvement on a large number of other
streets. It is a testimonial to the type of pavement adopted that all of these peti-
tions request that the new streets be paved with concrete.

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CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 9

Single Track Roads Aid Development
of Mississippi County, Mo.

By THAD SNOW
Farmer, Charleston, Mo.

MISSISSIPPI COUNTY occupies a rather peculiar position as compared with
other counties of Missouri. Although one of the newest counties in point
of development it is at the same time one of the most progressive. No other Missouri
county has as many miles of paved road. This unusual condition was brought
about by bad earth roads combined with a clear idea of what constitutes a good
investment in road surfacing.

The soil in this part of Missouri is an alluvial deposit left by the Mississippi.
It varies from sand to the finest of black land. Roads through the sand are hard
to pull loads over for the whole year; roads through the black land, while good in the
summer, are often impassable for months during the winter. Such conditions called
for road improvement. When the roads became so bad that it was safer to walk to
town than to run the risk of sinking out of sight while riding a mule nearly everyone
agreed that something must be done.

The first thought was that the roads should be graveled. That seemed the
cheapest way out of the difficulty. Most of the voters never even considered paving,
for at that time (1917) there was scarcely a paved road anywhere in Missouri. As
the country was new, however, many people had moved in from older states where
communities had gone through the experimental stage of road construction and
some of these men realized that gravel roads would never carry traffic over the
land so lately reclaimed from the swamp by drainage ditches.

Then, in 1918, a county bond issue
for $375,000 was voted upon with the
understanding that the money was to
be used to gravel 150 miles of the more
important county thoroughfares. It
was passed by the overwhelming vote
of 16 to 1. For two years after that, due
to the war, nothing was done, but in 1919
the plans and estimates were prepared
and the County Court was ready to let
the first contract for graveling. Then
the group of farmers who favored con-
crete pavement asked that proceedings
be delayed until they could attempt to
raise by popular subscription a sum suf-
ficient to pay the difference in cost be-
tween gravel and concrete pavements.
The single track Charleston-Bertrand Road As a guarantee of good faith they agreed

has made farm and business traffic possible , , r , . , " , ,

during all months of the year. that each farm abutting the road to be

September, 1924 CONCRETE HIGHWAY MAGAZINE

211

improved would pay $5 an acre if concrete were used instead of gravel. Although
the County Court favored gravel the decision was made to await the result of the
subscription canvas.

The desire for concrete was still confined to a few of the more progressive farmers.
In their campaign for subscriptions they explained over and over that the county
had no suitable road gravel, so that all road materials must be shipped in, which
would make the gravel road cost about $12,000 a mile; that after it was built it would
always be a source of expense because it must be maintained with gravel which must
pay a high freight rate. They told of the small difference in cost between a gravel
road, built under those
conditions, and a con- «3Tf ^*»'
crete pavement which
would be permanent and
on which the mainte-
nance costs would below;
and they explained that
it was very doubtful if
gravel on such an un-
stable soil would stand
up under heavy loads
during the winter and
spring months. They
were so much in earnest
that they succeeded in
convincing others and
the necessary $110,000 was finally raised. Business men of Cairo, Illinois, which
is on the eastern end of the road, subscribed $20,000 of this amount; 200 business
people and citizens of the county who were not directly benefited gave an average
of $130 each; and the balance was subscribed by the land owners who lived along
the road.

The first contract was let to Roy L. Williams in 1920. The pavement was 16
feet wide, 15.3 miles long and extended from Charleston, the county seat, to the
Mississippi River opposite Cairo.

Before work was started on the first project, plans were prepared to improve 6.9
miles of the same road running west from Charleston through the village of Bertrand.
The soil on this section was sandy, while that on the previously let section was a
heavy black land. In spite of the educational work done on the first section many
people believed that gravel would do on this new project and it was necessary to
make the fight for concrete all over again. This second pavement however, was
planned as a single track concrete slab 9 feet wide with a 7-foot gravel shoulder.
Because that type of improvement was much cheaper than a full width pavement
the amount required to be raised by subscription was only $38,000.

It is surprising how quickly people who travel over roads appreciate a good
surface after they have had a chance to use one. As soon as the new pavement
was opened to traffic other parts of the county began to ask that their roads also
be paved with a 9 foot concrete slab. Those in charge of road affairs realized that

By building single track concrete roads, all-weather highway
service was extended to all parts of Mississippi County.

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CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 9

no more money could be raised by subscription to pay the difference in cost between
gravel and concrete so the country south of Charleston was made into a road district,
as permitted by Missouri law. The vote to decide whether or not this district should
be formed was taken after the state had voted a $60,000,000 bond issue to build
roads and at a time when there was acute financial distress among the farmers, be-
cause of low prices for farm product. Yet everyone realized so keenly the necessity
for a means of getting crops to town if prosperity were to return, that 1421 voted for

the district and only 49
against it. Property in
this district was assessed
to pay the balance which
the county, with some
state and federal aid,
could not pay on 25 miles
of 9-foot concrete roads
with the 7-foot gravel
shoulder.

When the state bond
issue was passed, several
counties had already built
pavements on roads which

These concrete- paved roads have made the citizens of Missis- were rlp^ipnatprl a«; nart
sippi County so enthusiastic for better roads that more

miles of durable concrete are being planned. of the State bond issue

system. It would be manifestly unfair to take over these improved roads without
reimbursing such counties for the pavement which the state was taking from them.
Consequently the bond issue law provided that each county should have refunded
to it an amount equal to the appraised value of the pavements on state highways in
that county on January 1st, 1923. This was not to be returned in money but as aid
in building roads not on the state system. With this refunded money the county
will build pavements to the north of the county seat.

The state has also contracted for 5^ miles of 9-foot concrete which will extend
the pavement on two state roads to the county line and will be paid for entirely from
the state bond issue. It is also probable that on state roads the 9-foot concrete
slabs will be widened to 18 feet when traffic increases sufficiently to justify it.

As a result of the progressive spirit of its citizens Mississippi County now has
52 miles of concrete-paved roads and 33 miles more are contemplated. The people
are so enthusiastic about concrete pavements that the county voted 14^ to 1 for
the state road bond issue and when a delegation from a neighboring county came to
inspect our roads they found such universal satisfaction that they have recently
contracted for 42^ miles of the 9-foot concrete slab with a 7-foot gravel shoulder
and also for a mile and a half of 18-foot concrete.

It is the adoption of the single track concrete pavement which has made it possible
for us to build such a large mileage. We did not need paved roads because of the
large number of vehicles which pass over our highways; we needed a road surface
which extended into the remote parts of the county and over which loads could be
hauled at any time of the year.

September, 1924 CONCRETE HIGHWAY MAGAZINE

213

Shaft commemorating
settlement of James-
town in 1607.

The Virginia Tidewater Concrete Belt

By GEORGE A. RICKER
District Engineer, Portland Cement Association, Washington, D. C.

FROM Richmond-to-the-Sea and back, a distance of about
215 miles over an almost continuous concrete pavement,
through territory where "scenery and history conspire to lend
charm to the land and inspiration to the view," is found a
combination of interest old and new that cannot be excelled
in any state.

About half way on the road between Richmond and Fortress
Monroe is Williamsburg, the site of "William and Mary," the
second oldest college in the land. At Williamsburg was located
the first House of Burgesses of Virginia and the seat of the
Colonial Government which was removed from Jamestown in
1698. The site of the old building may be seen at the east end
of the double concrete roadways in Duke of Gloucester St. Bruton Church, rich in
the associations of two centuries, stands on the left as we drive through this quaint,
old town and just beyond where the House of Burgesses once stood may be seen the
home of Peyton Randolph, first President of the Continental Congress.

Six miles from Williamsburg, over a road soon to be paved, is the site of Jamestown,
the "Cradle of American History," where the first English colonists landed in 1607.
"Here were the small beginnings, material and intellectual of what has become the
greatest nation on the globe. Here was held the first jury trial in America; here met

the first legislative assembly on the western
continent." Jamestown was burned by
Bacon's rebels, the first Americans to rise
against the rule of Kings, but a part of the
old brick church remains as originally built.

A well-nigh perfect concrete
pavement continues to Newport
News, a thriving city with half of
its streets of concrete, where is
located one of the largest ship-
building plants in the country in
which the Leviathan was lately
reconditioned. On to Old Point
Comfort, the site of Fortress Mon-
roe, bearing the name of a Presi-
dent of the United States, erected

The concrete-paved roads built in eastern Virginia by the Federal Government more
carry the motorist through a land replete with

historic interest. than one hundred years ago be-

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CONCRETE HIGHWAY MAGAZINE

Vol. VIII No. 9

The imposing facade of
the State Capitol of Vir-
ginia at Richmond.

cause it command-
ed the entrance to
Chesapeake Bay
and Hampton
Roads.

Branching from
the main highway
at Lee Hall, another
pavement seven
miles in length
leads to Yorktown,
on the York River,
where Lord Corn-
wallis, Commander
of the British

forces, surrendered to George Washington in the final battle of the American Revo-
lution. The great shaft erected by Congress marks this turning point in American
history, but more interesting even to the tourists is the "oldest house" built in 1699,
the first Custom House in America in 1715, the Yorktown Hotel in 1725 and the
beautiful Nelson House erected in 1740. The latter has been restored and is one
of the most interesting of the many charming colonial houses to be found in Virginia.
It was owned by Governor Thomas Nelson, Commander of Virginia troops in the
Revolutionary War and was occupied by Lord Cornwallis during the last part of
the siege of Yorktown in 1781. In the fields nearby may be seen the old battle
trenches and the gnarled mulberry trees, still bearing fruit, which were planted before
the Revolutionary War.

We cross Hampton Roads by ferry from Newport News to Norfolk passing the
"Rip-Raps," an abandoned fortification built on a rocky reef which is but a short
distance from the place where the Monitor and the Merrimac had their famous
fight. After landing at Sewall's Point we skirt the north and easterly sides of the
busy city of Norfolk and drive to Virginia Beach on the Atlantic Coast, just south of
Cape Henry, the southerly point at the entrance from the ocean to Chesapeake Bay.
Virginia Beach, for many years a favorite place for summer homes, is fast becoming
a popular resort approaching Atlantic City in size. Norfolk is Virginia's second
city in point of size and business activity. It is already one of the greater ports
of the world. It takes but five or ten minutes to cross Elizabeth River by ferry to

At Williamsburg is the College of William and Mary, founded in 1693
and second only to Harvard in age.

September, 1924 CONCRETE HIGHWAY MAGAZINE

215

Portsmouth, where is located the U. S.
Navy Yard with its great concrete dry-
dock that will admit ships 1,000 feet in
length.

On the return trip now, speeding on
to Suffolk over a well seasoned concrete
pavement, colored like a meerschaum
pipe, we enter the peanut region. In
Nansemond, Isle of Wight and South-
ampton Counties, are produced most of
the peanuts that are grown in the United
States. The farmers of these rich south-
ern counties are learning the lesson of
diversified crops and lest the peanut crop
or market fail them, they produce pota-
toes and cotton as well.

Almost due north from Suffolk, a few
miles away, is Smithfield, the home of
the famous Virginia Smithfield hams, grown on a peanut diet and cured with smoke
of the burning shells. Through Franklin and Courtland, two thriving small cities,
which furnish the banking facilities for this rich agricultural region, the good pave-
ment continues almost to Homeville, in the center of Sussex County, where another
addition of five and a half miles will soon be added to our continuous stretch of con-
crete which now measures just eighty-five miles from Virginia Beach.

At Petersburg, the home of many famous Virginia families, we will see the famous
battle ground of the crater where, in the war between the States, thousands of the
Blue and Gray were killed. From Petersburg to Richmond, an almost straight line
of eighteen-foot concrete for twenty miles, provides the direct means of communica-
tion with the State Capital for tourist and industrial traffic. We are now back at
Richmond, the Capital of Virginia and the former Capital of the Confederacy, where
we started. As a recent patriotic Virginian has written "See Virginia First," the
reminder may not be necessary; but no student of American History and no lover
of good roads can afford to miss this trip from Richmond-to-the-Sea and back.

St. John's Church, where Patrick Henry pro-
claimed: "Give me Liberty or give me death."

Historic scenes and fine highways com.
bine to lure motorists over the Tide-
water Belt Route.

Concrete

Protects You
at Grade
Crossings

THE gritty, non-skid surface of a Concrete road
in all kinds of weather — wet or dry — gives
you that control over your car which you need in
emergencies.

This element of safety, in addition to the cleanliness,
comfort, endurance and economy of Concrete roads,
explains the rapid increase in Concrete road con-
struction in recent years.

Concrete makes the ideal road for the taxpayer as
well as the motorist.

One of the purposes of the Portland Cement Association is to
enable everyone — whether he uses Concrete or has it used for
him — to get the greatest value for his money.

We have a personal service to offer individuals and commu-
nities.

Let us know definitely what help you need. There is no
obligation.

Our booklet R-3 tells many interesting facts

about Concrete roads. Write the District

Office nearest you for your copy.

PORTLAND CEMENT ASSOCIATION

A National Organization to Improve and Extend the Uses of Concrete

DISTRICT OFFICES AT

Atlanta Denver Los Angeles New York Salt Lake City

Birmingham Des Moines Memphis Oklahoma City San Francisco

Boston Detroit Milwaukee Parkersburg Seattle

Charlotte, N. C. Indianapolis Minneapolis Philadelphia St. Louis

Chicago Jacksonville New Orleans Pittsburgh Vancouver, B. C.

Dallas Kansas City Portland, Oreg. Washington, D. C.

MAGAZINE

DEVOTED TO CONCRETE ROADS, STREETS 6- ALLEYS

VoI.VHI October 1924 No. 10

Grouse Pointe Boulevard,
Gro$se Pointe. Mich.

Concrete is Standard Alley Pavement in Detroit - - - Page 219
Concrete Pavement Increases Capacity of California Highway " 233

Concrete for Permanence

Inspector

Final Touches

WHEN the pavement slab is in
place, and the shoulders are
graded, there are still important duties
for the inspector for the ultimate ap-
pearance of the job. Often its prompt
final acceptance depends on thorough
cleaning up.

The first step is the removal of any
covering material which has been left
on the pavement. On city streets it
is necessary to sweep the pavement
clean to prevent earth and sand from
clogging the storm sewers and to elim-
inate objectionable dust.

The inspector must go over the
entire job to see that shoulders are of
the proper width, that banks in cuts
are trimmed to the correct slope and
that side ditches are clean and open.
An inspection trip of this sort imme-
diately after a rain reveals irregular-
ities in ditch grades and points out
neglected provisions for proper sur-
face drainage.

Approaches at the ends of the new
pavement must be made smooth and
easy riding. When the approach is
of earth and slopes away from the
pavement, it is well to continue the
pavement grade for a distance of 10
or 15 feet to avoid dangerous bumps.
Unpaved cross-roads or cross-streets
should be graded to the pavement to
secure an easy, safe approach even if
it is necessary to issue an "extra
work" order to get it done. Curbs, on
city streets, should be protected by a
bank of earth placed against the back

level with the top of the curb and at
least a foot in width.

The pavement should be finally
straightedged, especially checking the
wheel paths. Any high places should
be ringed with red paint and the con-
tractor instructed to bring them to an
even surface with a carborundum
stone if the spots are small or with
hand or pneumatic chipping tools if
they are extensive.

Joints should be carefully checked.
If they have been poured see that they
are still properly full. If premoulded
joint material was used it should be
trimmed so that it protrudes only l/^
inch. Any contraction cracks which
may have developed should be filled
with asphalt or tar.

Any rejected concrete left on the
shoulders should be broken up and
carted to a fill. Rejected or excess
material which the contractor does
not expect to use should be neatly
disposed of in the same manner. No
refuse should be allowed to remain
along the roadway. "Gobs" of con-
crete which have been allowed to
harden and stick to gutters or pave-
ment should be chipped off. All bar-
riers and detour signs must be re-
moved and the entire highway made
as neat and clean as though no
construction work had been done
before the inspector pronounces the
job "finished" and turns it over to the
highway user whose final approval is,
in the last analysis, the measure of
the inspector's success.

1924

N- 10 Amber— Otisco Road, Onondaga County, N.Y.

Concrete is Standard Alley Pavement

in Detroit

By J. W. REID
Commissioner of Public Works, Detroit, Mich.

ON May 1, 1924, there were more than 300 petitions for alley pavement on
file in the office of the Department of Public Works in Detroit. More

than 90 per cent of these were from property owners who wanted a clean,

hard-surfaced roadway to their garages. They regard the alley as an auxiliary

street — a traffic surface from the street to the garage.

Though the 1924 alley improvement program is the greatest in the history

of the Motor City, the demand for more paved alleys continues unabated.

Work in progress during 1924 involves improvement on 290 alley projects.

The total program this
year will add 25 miles
of paved alleys to the
city's "auxiliary street"
system — an alley im-
provement program sec-
ond to none in any city
in the United States.

Since 1913, concrete
has been the standard
type of pavement for
alley improvement in
Detroit. The first con-
crete alley in this city
was built about 1910

Since 1913 all alley pavement in Detroit has been of con- * ., . r

erete, the ideal alley pavement. and tne proportion of

220

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 10

The concrete pavement slopes toward the center and is
carefully finished to insure good drainage and smooth riding.

concrete used was in-
creased each year until
1913, when it reached
its maximum — 100 per
cent. Concrete alleys
provide clean, all-
weather, hard-surfaced
driveways at a cost
lower than that for
other types. On Janu-
ary 1, 1924, of 210
miles of paved alley 183
miles were concrete.

Alley pavements in
Detroit are built to a width of 18 and 20 feet. They are of 1:2:3 concrete,
5 inches thick at the edges and 7 inches at the center. The surface slopes
downward from each side toward the center of the alley at which point it is
4 inches lower than the surface at the edges. A line of 3-inch tile, placed in a
cinder filled trench 8 inches wide and 12 inches deep along the center line of
the alley provides sub-drainage.

Separate contracts are awarded for paving the alley in each city block.
Contracts vary in size from 200 square yards to 3500 square yards, with the
bulk of the jobs running about 1500 square yards in size. Various methods
of construction are used by the contractors, the most common being the central
proportioning method with the paver on the subgrade. On some contracts the
mixed concrete is hauled from a central mixing plant erected on the street.
Street and alley improvement is under the direction of the Department of
Public Works, J. W. Reid, Commissioner, Geo. Jerome, City Engineer and
W. J. Wallace, Paving Engineer.

Property owners pay the entire cost of alley improvements on a frontage
basis, the city paying for the portion from street line to curb. Three years are
allowed in which to pay
for the improvement.
The rapid growth and
expansion of Detroit
has necessitated this
largest street and alley
improvement program
ever undertaken and
property owners, real-
izing the value of
paved streets and alleys
are urging their con-
struction as quickly as
it can be economically

.. , , Citizens of the Motor City find their concrete allej!

accomplished. efficient auxiliary streets.

to be

October, 1924 CONCRETE HIGHWAY MAGAZINE

221

In Maine — From Portland to Lewiston via Concrete

A 23-mile stretch of concrete
road, 18 feet wide, links the
cities of Portland and I/ewis-
ton with an all-weather,
money-saving trafficway. The
road is a section of the
Longfellow Highway, one of
Maine's heaviest traveled
routes.

Much of Maine's tourist
traffic uses this road from
Portland, the principal city
in the state, to the hills,
lakes and forests in the
interior.

The Longfellow Highway,
above, is also the favorite
road from Portland to Poland
Springs, a world - famous
summer and winter resort,
the objective of many motor
tourists.

222

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 10

Vineland, N. J., City Beautiful Plan
Now Includes Concrete Paving

By FRED KOETZ
Mayor, Vineland, N. J.

ABOUT the time of the Civil War, when Vineland, N. J., was being
settled, nobody thought much of city beautiful plans, parking areas,
zoning or the like. The founder of Vineland, however, was an exception.
Charles K. Landis laid out a community consisting of a township and village,
laid it out along ample lines, against stiff opposition, according to his beliefs,
making provisions for broad avenues in the city, wide roads in the country,
roadside tree planting, parks and restrictions regarding placing of buildings.
That was sixty years ago; still the plan has been adhered to rigidly. Un-
knowingly, he met problems of the present motor age before they arose,
[for he could not have hit upon a more vital requisite of today than

that of wide public
thoroughfares. Now
that many of these
roads and streets have
been paved with an
enduring surface of
concrete, and that more
are being paved, the
plans of the founder
have been doubly
realized. The broad,
tree-lined concrete
avenues enhance the
beauty of the com-
munity.

Vineland lies about 30 miles southeast of Philadelphia on the Cape May
Division of the West Jersey and Seashore Railway. It is in the heart of
South Jersey's great fruit belt.

As originally laid out in the 60's, the Borough of Vineland is in the center
of the township and covers one square mile. Along the railroad which cuts
through the center of the city from north to south are avenues 100 feet wide.
Around the mile square, along the Borough's boundaries, are other avenues
100 feet wide, and a 100-foot thoroughfare passes through the center of
Vineland from East to West. This latter street is Landis Avenue, the prin-
cipal street in the Borough and the first to be paved with concrete. All
other streets are 66 feet wide between property lines.

The 72-foot concrete pavement on Landis Avenue, Vineland,
N. J., allows space for parking as well as for moving traffic.

October, 1924

CONCRETE HIGHWAY MAGAZINE

223

Careful construction has given Vineland concrete pavements

which have become an important part in

its "City Beautiful" plan.

Prior to 1922 the
only pavement in Vine-
land consisted of two
10-foot strips of sur-
facing of another type
along the trolley line
on Landis Avenue
from the center of the
town east. The rest
of the streets were
graveled. Under the
heavy automobile
traffic of recent years
it was extremely diffi-
cult and costly to keep
Landis Avenue in good
condition. The avenue is on one of the highway routes leading to Atlantic
City and other shore resorts, and is also an important trafficway across
Cumberland County. The constant stream of vehicles made it practically
impossible to keep the street from becoming unsightly and to avoid dust.
This, of course, was not in keeping with the city beautiful plan.

The paving of Landis Avenue was accomplished in 1922 between June 20
and October 31, at a cost of approximately $130,000. Along the car tracks
at the east end of the avenue, the old 10-foot strips of pavement which had
been laid without a concrete foundation and had become rough, were torn
out and concrete was placed in two lateral sections, each 30^2 feet wide, so
that traffic could use one side while the other was being paved. Where there
were no trolley tracks, concrete was placed in three 22-foot strips. Three-
foot gutters were installed along each side, making the pavement 72 feet
wide, in all, between curbs. Elastite joint material was placed between
strips and along gutters and car track zones; joints were also made at 40-foot
intervals. The hard, even surface of the concrete provides perfect drainage.
And the pavement is an exceptionally smooth riding surface.

Landis Avenue — 72 feet between curbs — is probably the widest concrete

Landis Avenue, Vineland, concrete-paved in 1922, carries the city's local traffic as well as
a great deal of through traffic to and from New Jersey shore resorts.

224

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 10

street in New Jersey
and is without doubt
one of the finest busi-
ness streets in the east.
Parking of automobiles
in the business district
has presented a serious
problem for nearly
every city and large
town in South Jersey
with the exception of
Vineland. Machines
can park on a 60-degree
angle at the curb on
either side of Landis
Avenue and still leave room for continuous streams of other cars to pass in
double rows over the rest of the open thoroughfare.

So pleased were the residents of Vineland with the pavement on Landis
Avenue that 36 blocks were paved in 1923 and on April 29, 1924, contract
was awarded for 37 more. Practically all the surfacing done in 1923 and
1924 was on residential streets which averaged 32 feet from curb to curb.
The concrete is laid 7 inches thick, 1:1^:3 mix, with 56 pounds of reinforce-
ment per 100 square feet. During the three-year period Vineland has invested
over half a million dollars in concrete streets.

Rain or shine, traffic on Vineland's concrete pavements is
safe from skidding.

New Device Cuts Cost of Marking Traffic Lines

By A. C. LAGERWALL
County Engineer, Topeka, Kansas

T^XPERIENCE in marking traffic lines on 50 miles of highway in Shawnee County, Kansas,
-t-'has demonstrated the practicability of the new traffic marking device used in this work.
With this outfit the writer has marked 15 miles of pavement per day at an average cost of 50
cents per mile, excluding the cost of the paint.

The machine is made so that it can be attached to the running board of any light main-
tenance truck by means of two clamps. A 24-inch wheel, covered with J^-inch felt tire, 3*/2
inches wide, is mounted in
a guide attached to the main
frame. An arrangement is
provided for carrying the
wheel without touching the
pavement when the machine
is moved from job to job.

The barrel containing the
marking paint is mounted
in the body of the truck.
The paint is conveyed in a
hose from the barrel to the
nozzle above the marking

revolution of the wheel
transfers it to the pavement.
A guide, about 5 feet long,
attached to the main frame,
guides the driver and in-
sures a straight traffic line.
About 3 gallons of paint are
needed for a mile of traffic
line.

October, 1924

CONCRETE HIGHWAY MAGAZINE

225

Principal Business Street in Everett, Wash.,
Resurfaced with Concrete

By S. E. PAINE
City Engineer, Everett, Wash.

EECE many cities in western Washington, Everett has grown from a
bustling saw-mill town beginning. As a commercial port and industrial
center it is favorably situated on the shore of Puget Sound some 30 miles
north of Seattle. It has grown apace and in order to cope with the growth
and advancement which came rapidly, it has had to change in many ways,
no less among them in the matter of its street paving.

One street in particular stands out as an example. Years ago, Hewitt
Avenue, the principal business street, was paved with a surface on a 4-inch,
hand-mixed concrete base. Under in-
creasing traffic of the growing city
this pavement became so rough that
it was a nuisance to motorists and
business men.

Up to 1916, very little concrete
pavement had been laid in Everett.
A few alleys had been paved and
concrete found its way onto the
drives of several private estates. In
1916, one street, comprising about
14,000 square yards, was surfaced
with this material. Since that year,
each season has seen this yardage
very considerably increased. No other
type of construction has been used,
and now, of the 40^ miles of pave-
ment in this city of 28,000 inhabi-
tants, \Sy2 miles are of concrete con-
struction.

In 1922 came the determination to change the pavement on Hewitt
Avenue. Owners of the business blocks along the street petitioned for new
surfacing and specified that they desired concrete because of its particular
suitability for heavy traffic and its nonskid qualities. The avenue, then, did
not look like the prosperous street it is now. A rough path kept business
from rolling smoothly, as it were. It has been said that Everett lost a
reputation by repaving this street which was so bumpy that nobody could
forget it. However, that sort of reputation is not very profitable, anyway.

Tenders were taken in August, 1922 for concrete and one other type.
The contract involved paving eight blocks, each 344 feet long and 68 feet

Concrete pavement on Everett's principal

street provides a safe surface for passenger

buses making: frequent stops.

226

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 10

wide. It was specified that the street car track zone should be paved at the
same price as the remainder of the street but to be paid for by the street
railway company. J. W. Hoover and Company of Everett submitted the low
bid for 6-inch concrete at $2.00 per square yard. After a preference petition

Hewitt Avenue, the main business thoroughfare, is 68 feet wide. Three sections of concrete
pavement replacing: the old street railway lines provide ample space for bus and automobile

traffic.

containing the names of 75 per cent of the property owners, contract was
awarded to this firm at their price which was, for the job, about $13,000
higher than the bid for the competing material of 5-inch thickness. This
award clearly showed the high regard for concrete pavement.

Before placing the concrete resurface, the existing concrete base which
was quite rough was brought to an even contour by filling depressions with
cement mortar. Wherever it was considered necessary, tar paper was laid
to prevent a bond between the base and the new surface.

Placing concrete followed a procedure which least disturbed traffic on
this busy thoroughfare. The old wearing surface was removed from the

October, 1924

CONCRETE HIGHWAY MAGAZINE

227

Concrete replaced rails when buses replaced street cars

north side of the street
— a strip of 23^ feet
wide from car track
zone to the new 18-
inch gutte r — traffic
meanwhile operating
on the south side. After
the base received the
treatment above de-
scribed, the new con-
crete of 1 :2:3 mix was
laid, cured and opened
to traffic before the
south side was resur-
faced. An exception-
ally good finish was secured on the work by the continued use of a straightedge.

The curing period lasted 30 days, during the first ten of which the pave-
ment was kept wet. For this contract, the city engineering department
specified the sprinkler system of running a water pipe equipped with auto-
matic sprayers at frequent intervals down the center of the slab. This
practice has since been adopted for all subsequent concrete paving work.

About the time Hewitt Avenue was being resurfaced, the Everett Street
Railway Co. reached the decision to give up street railway service and
substitute motor buses for street cars. This decision resulted from the heavy
expense to which the company was subjected in meeting its franchise require-
ments to pave and maintain the car track zone on all paved streets. This
change has been carried out on all but two car lines. On Hewitt Avenue the
rails were taken up and replaced with a standard concrete pavement 18 feet
wide and 6 inches thick. This strip which was placed in 1923, connected the
two outside strips and gave Hewitt Avenue a continuous concrete pavement,
68 feet wide from curb
to curb. Residents and
business men are well
pleased with their new
main street pavement.
In addition to the usual
traffic, it carries the
motor buses that re-
placed the electric cars,
with assurance of
safety on its nonskid
surface. The new sur-
face has now been in
service for over a year
and favorable comment

• i i -i Rockefeller Avenue, concrete-paved in 1924. The court

is heard on every side. house lg ^en at the left.

Picking up milk at the farm-
er's gate along the National
Road in Indiana.

Hauling v<
farm to the
Illinois' cor

THE ROAD

Harvest time means hauling tirr
road to market becomes all-im
communities have access to th
the weather.

A load of potatoes on the way to
market. No delays on this concrete
road in Monmouth County, N. J.

The rich
gardening
served by c<

Whether hauling is by team or by
motor truck, concrete roads save
time and expense. Arthur Kill Road,
Richmond, N. Y.

les from the
ay over one of
roads.

A load of cotton being hauled to
the warehouse in Chatham
County, Ga. Theroadisconcrete.

TO MARKET

the farmer. It is then that the
int. Farmers in concrete-paved
arimarkets every day, regardless of

iiclird and truck
":of Delaware is
t r roads.

The new way of taking live-
stock to market. Dixie
Highway, Kenton Co., Ky.

The Harbor Truck Blvd., between
Los Angeles and its port, carries
many truck loads of citrus fruit
hauled direct from grove to dock.

f A¥f TffiTE HMi WAY

I iJtlVA^*'**4 ***\WI4ffl'lI lished annually and

In S±J SST vv* MAGAZINE ^M i^'^st

Cuba. _ _^^_ _— — ^^— — — — — — — ^— — ^— — — This makes con-

' tents of back num-

Yearly ..... $1.50 Vol. VIII OCTOBER, 1924 No. 10 bers immediately

=======^===^=^==^^^^^====^=^^^^= available and read-

change of address PORTLAND CEMENT ASSOCIATION sirable <° maintain

and of non-de- .. TTT __. . . _ „, . T11 a permanent file of

livery. Ill West Washington Street - Chicago, 111. current issues.

Concrete for Permanence

Cement and "A Nation on Wheels"

WITH the close approach of October 21, the day upon which Joseph
Aspdin just a century ago was granted a patent for a material he
called "portland cement," there comes to mind the growing importance of the
part played by that English mason's "artificial stone" throughout our trans-
portation progress, and its share in making this country known as "a nation
on wheels."

For instance: One hundred years ago, the Erie Canal, connecting the
Great Lakes with New York, was rapidly nearing completion. That was an
age of canal-building, and wheels were largely reserved for the wealthy in
a few cities. But even then, cementing materials were beginning to have
importance in the field of transportation. In building the locks and loading
platforms along the canals, masonry was required, and the manufacture of
natural cement was thereby greatly stimulated. Conversely, excavation for
canals uncovered many excellent deposits of cement-making materials and
increased opportunities for its manufacture.

Of course, portland cement has long since replaced the earlier types in
canal building, as in other fields. In the locks at Muscle Shoals, where the
largest concrete dam in the world is being built, there may be found a modern
example of cement's aiding water transportation.

Again: One hundred years ago, there was not a single mile of railroad
in this country. The great network of lines that now for many years has
knit together the country was not even started, and it was many decades
later, before the era of railway building was on in full swing. As the
pioneer lines were completed, however, and the country was developed, more
and more attention was paid to permanent improvements, and wooden trestles
were replaced by concrete bridges. The Tunkhannock Viaduct on the
D. L. & W. R. R., greatest of all concrete bridges, in its majestic arches
typifies the future of concrete in the railway field.

And finally: One hundred years ago, MacAdam and Telford, countrymen
of that English bricklayer who invented portland cement, were working on
the types of stone roads that later were to make their names famous in the
highway field. But those same types, then far in advance of practice of that

October, 1924 CONCRETE HIGHWAY MAGAZINE 231

day, have in turn given way to improvements and finally to entirely new
types, chief of which is that made from the same rock, but with the rock
pieces bound firmly together with portland cement. It is of interest that
Aspdin, in his experimenting, utilized the dust from limestone roads as the
source of lime for the mixture that he thoroughly pulverized and burned
into cement-clinker, which was then finely ground and known as portland
cement. Today, over 20 per cent of the cement made in this country is used
in making dustless roads and streets of concrete.

Not until 1872 was the portland cement industry started in the United
States. Of course the industry was then well developed abroad, and importa-
tions had come to be of importance to domestic manufacturers of the old
natural cements. In the same year that David O. Saylor, one of these manu-
facturers, established the first American portland cement plant, the first con-
crete pavement base was built in London. This type of base was introduced
in New York in 1888, when the portland cement industry was still working
to establish itself here. Only five years later, some all-concrete pavements
were built around the courthouse square at Bellefontaine, Ohio, and today
these same pavements are helping carry the traffic of "a nation on wheels."

This last system of transportation, comprised of some 16,000,000 motor
vehicles and hundreds of thousands of miles of trunk line highways, is far
more intricate than its predecessors. And it is in this new system — the
system that has given us the name of "a nation on wheels" — that portland
cement has come into its fullest use. First water and then steel carried the
traffic, with concrete employed merely where important structures such as
locks and bridges were required. Now, on the main routes concrete directly
carries the loads, and the resulting transportation system is by far the most
flexible, popular and widely used of any yet devised. Not replacing any-
thing heretofore available, it supplements service already available and in
addition offers entirely new and useful service. And it is truly a new system,
for the motor car and the paved highway differ essentially from the horse-
drawn vehicle and the local road of yesterday. It is a system that has put
the nation on wheels.

In commemoration of the notable work of Joseph Aspdin, the Portland
Cement Association recently presented a bronze tablet to the city of Leeds,
England, the birthplace of the inventor. This was unveiled by President
Kelley of the Association when he was in England in September to attend
the Cement Centennial Celebration of the British. Suitable ceremonies will
also be held in this country in honor of the completion of the first century
of portland cement at the Association's Annual Meeting in November.

What the future may bring is always problematical, but any prophet is
surely safe in predicting that the present demand of the 16,000,000 drivers of
motor vehicles for more and wider paved highways will be met as rapidly
as possible, and that the service of portland cement in the transportation
systems of the country will increase.

232

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 10

An Ingenious Design for High
Bridge Abutments

ILLINOIS — the Prairie State — has many rivers and smaller streams. In
pioneer days these streams were the principal means of transportation.
In later years they were serious obstacles to highway and railroad transport.
Now, Illinois is engaged in building a modern concrete highway system. Its
highway engineers, under Frank T. Sheets, Chief Highway Engineer, regard
the many stream crossings as just a part of the "big job." The Illinois
Division oi Highways has a bridge department under the direction of Geo. F.
Burch, Bridge Engineer. Mr. Sheets has a long list of stream crossings

where new bridges are needed.

An especially interesting example
of modern engineering design is
found on the Vandalia-Cairo High-
way at the extreme southern tip of
the state. This is the bridge over the
Cache River, not far from Cairo.
The roadway is more than 48 feet
above the stream bed, with high
earth fills on either side of the river.
The abutments for the steel span are
correspondingly high. The accom-
panying illustration gives a very clear
idea of the unusual abutment designed
by the Bridge Department.

A solid gravity abutment of either
the wing type or the "U" type could
have been built instead of the rein-
forced concrete frame structure em-
ployed. The choice of the latter illus-
trates the progress of modern engi-
neering design in the utilization of the materials at hand to the best advantage.
Solid gravity abutments and wing walls would have required a much larger
quantity of concrete and much more expensive substructure. Instead of
depending solely on the weight of the concrete necessary to retain the
material of the approach fills, the abutments of this bridge were designed
to utilize the ability of reinforced concrete to resist bending moments.

Some floor slabs and an exterior wall are all that would be necessary to
convert the structure into a very strong four-story building.

The walls forming the sides of each abutment are connected to each other
by reinforced concrete ties through the fill. These ties are supported by
columns to take care of the vertical loads produced by the filling material.

The walls forming the sides of the abut-
ment are connected by reinforced concrete
ties passing: through the earth fill.

October, 1924 CONCRETE HIGHWAY MAGAZINE 233

The head or face wall of each abutment is 47 feet 2% inches high and
24 feet wide. Its thickness varies from 2 feet 9 inches at top of the footing
to 12 inches under the coping. It is heavily reinforced horizontally to carry
the thrust of the backfill to the wings. The lower 15 feet are reinforced
with one-inch square horizontal bars on 6-inch centers. The horizontal
reinforcement decreases in amount toward the top where ^-inch square bars
on 7-inch centers are provided. The vertical reinforcement consists of
^-inch square bars on 12-inch centers.

The wing walls decrease in height by steps to conform to the sloping
ground surface. They are 18 inches thick at top of footing at highest point
and decrease to 12 inches thick at top of wall. The reinforcement bars in
the ties are hooked over the longitudinal bars in the wing walls.

Five rows of piles are provided under the footing of each head wall and
two rows of piles under the footing of each wing wall. One pile is provided
under each column supporting the ties.

The use of high reinforced concrete abutments may make it possible to
use bridge structures where the foundation conditions would make very
difficult or impossible the use of heavy gravity abutments. Abutments of the
type used here have practically no tendency to overturn and vertical loads
only need be considered in designing the foundations.

Widening and Thickening One of
California's Heaviest Traveled Highways

By JNO. H. SKEGGS
Division Engineer, California Highway Commission, San Francisco, California

DURING the 1923 construction season, the California Highway Com-
mission widened and thickened the Coast Highway between San Bruno

and Beresford, from 24 feet to 40 feet wide.

A map of California reveals at once a peculiar situation in highway

transportation radiating from San Francisco. To the north and east the

only means of egress
is via ferry across San
Francisco Bay. The
only other outlet is to
the south, and from
San Bruno to Beres-
ford the State highway
is the only paved
artery carrying the im-
mense amount of traffic
to and from San

Eight-foot concrete shoulders were added to each side of the T?

Coast Highway, to relieve traffic congestion. . * ranciSCO.

234

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 10

This traffic consists of many slow moving trucks laden with fruits, vege-
table and dairy products ; fast moving motor buses carrying local and through
traffic ; and many thousand business and pleasure cars. Traffic census shows an
average of 15,000 vehicles on Sunday and 600 heavy loaded trucks on week days.

From San Francisco to San Bruno there is a county highway known as
the Bay Shore Cutoff, and from Beresford to Redwood City there is an
improved county highway parallel to the state highway; therefore the section
of state highway from San Bruno to Beresford, being the only paved thor-
oughfare, has been designated as the "Bottle Neck."

To relieve traffic congestion, the old pavement, which consisted of a
24-foot concrete base 5 inches thick surfaced with ll/2 inches of Topeka, was
widened to 40 feet by placing a portland cement concrete shoulder on each
side, 8 feet wide and 8 inches thick, increasing to 10 inches in the outer 2 feet
of each shoulder and extending 2l/2 inches above the old pavement at the
connection.

Between the new shoulders was placed an asphaltic surface 24 feet, 5
inches wide, extending on to the notch in the new concrete shoulders, and
having a thickness of 2 inches at the center, increasing to 3 inches at the edges.

During construction it was necessary to keep the road open to traffic as
no suitable detours were available. For this reason concrete shoulders were
placed on but one side at a time. Asphaltic pavement was not placed until
the concrete had been
thoroughly cured. On
Saturday afternoons,
Sundays and holidays
construction was sus-
pended and all ob-
structions removed
from the roadway on
account of the heavy
increase in traffic of
pleasure cars.

With the widening completed, the heavy slow moving trucks can use the
outer edge of the pavement which was built especially strong to care for
such loads leaving the central portion of the road free for faster vehicles.

The contract was let to the Pacific States Construction Company, which
did the resurfacing, while the General Construction Company did the con-
crete work. Construction was started at the northern end of the contract,
near San Bruno. Concrete was hauled from San Mateo on the south in 5-ton
trucks which were backed on a sled over the subgrade and parallel to the high-
way, thereby eliminating any interference with through traffic during the time
the concrete was being dumped from the trucks.

A longitudinal float took out all transverse ridges which
may have been left by transverse floating.

October, 1924

CONCRETE HIGHWAY MAGAZINE

235

Two flagmen regulated traffic while the trucks were turning. Each truck
hauled three 5-sack batches of 1 :2 :4 concrete.

Five men were required to spread concrete; two to strike off and tamp it,
two for finishing, one setting forms, one finishing the subgrade and curing.
Two flagmen, a foreman and timekeeper, completed the crew. The average
run was about 900 lineal feet a day.

The concrete was struck off and tamped with a wooden hand template and
rolled; then floated with a transverse wooden float similar to a wood belt;
after which a longitudinal float took out any transverse ridges which might
have been left; any remaining spots were eliminated with a hand trowel, and
the whole was given a final finish with a wooden belt. These careful finishing
methods secured a surface which is nearly perfect and should eliminate all
impact from trucks with good tires.

After the concrete was finished it was covered with burlap which was
kept wet by sprinkling. The burlap was in a long strip wide enough to cover
the pavement; an ingenious device to aid in handling this burlap by placing
a reel on an axle which spanned the shoulder and was supported on two cart
wheels. The burlap was rolled on this reel when it was taken from the
pavement and rolled ahead as the work progressed. Further curing was done

by the dike and pond-
ing method.

The mixed concrete
for this work was
purchased from the
commercial plant of
the San Mateo Feed
and Fuel Co. This
plant was built to fur-
nish mixed concrete
for any building oper-
ations within a radius
of ten miles.

In addition to the effective 40 feet of hard surface pavement, quarry waste
shoulders were placed on either side of the pavement 3 feet wide and the
roadway graded to a width of 50 feet.

On roads where the traffic has increased so rapidly as to start deterioration
of an old base, it has been the policy to widen the old base with concrete
or macadam shoulders and resurface with asphaltic concrete,, asphaltic mac-
adam, or portland cement concrete. Other projects of widening and thick-
ening are proposed for construction during the present year; in this way the
investment in the old base is not lost, as the base is utilized as a foundation
for a new surface.

Burlap, for covering the new concrete while curing, was
wound on a reel, supported by two cart wheels.

236 CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 10

1923 Marked Beginning of Concrete
Paving in Lake Charles, La.

By E. L. GORMAN
Commissioner of Streets and Parks, Lake Charles, La.

PAVED streets are necessary to a city's development. Lake Charles, in
the southwestern corner of Louisiana, recognized this fact and has kept
pace with its rapid commercial growth by extending the pavements on its
broad avenues and its business and residential streets as the need for them
developed. According to the pavement procedure in force, the city officials
in Lake Charles cooperate with the taxpayers in the selection of the type of
pavement to be built. In choosing concrete for the 1923 paving program,
both the city officials and the property owners believe they selected the
type which will yield the greatest returns on their investment in service and
in satisfaction.

When the 1923 paving program was planned during July, the Commis-
sioner of Streets designated certain streets for improvement. These embraced
about 50,000 square yards of pavement on seven streets in the residential
section and two streets in the business district. A part of the work was to
be done in a newly developed, highly restricted residential section which has
long been the estate of a pioneer Louisiana family and has just been opened
for subdivision. Bids were advertised in August for four types of pavement
and the results tabulated. Then the property owners specified the type wanted
and the 1923 program was petitioned entirely for concrete. Unless the city is
willing to pay the additional cost for a more expensive type, the request of
the property owners must be honored.

In the case of Lake Charles' 1923 paving program the city officials con-
curred in the choice of the property owners and contract was awarded to
Stewart & Ritchie of Wichita, Kans., for the construction of the entire 50,000
square yards with reinforced concrete. Part of the pavement was con-
structed during 1923 and the balance is being completed during 1924.

Allen Avenue, Lake Charles, La., was eoncrete-paved In 1924. It is In a highly restricted
residential section where neat, clean, even surfaces are most desirable.

October, 1924

CONCRETE HIGHWAY MAGAZINE

237

Pavement is placed half at a time with a ' ,-incli expansion
joint along: the ceiiterline of the street.

Specifications call for a concrete slab 6 inches thick throughout, rein-
forced with 40 pounds of steel wire mesh for each 100 square feet of

pavement. Concrete is
proportioned 1:1^:3,
coarse aggregate being
pebbles graded from
Y% inch to 2 inches.
Fine aggregate is local
sand mixed with im-
ported sand so as to
obtain the proper grad-
ing. Transverse joints
are of ^-inch pre-
moulded joint material,
placed at 50-foot
intervals. All pavement is placed half at a time with a >^-inch expan-
sion joint along the centerline of the street. The surface was finished
with a belt and long handled wood floats. Great care was exercised to
obtain an even riding surface and the newly finished sections were checked
with a straightedge to discover any possible irregularities. Curbs are 4
inches high with rounded edges and
battered faces and are built mono-
lithic with the pavement.

Seven bags of cement are specified
for each cubic yard of concrete
placed and a check on the amount of
cement actually used is made each
day. Specifications require 3,000-
pound concrete at the age of one week.
Test cylinders are taken out of the
pavement as the concrete is deposited
and put in a mould for future test-
ing. A dry mix is required and
concrete specimens, broken in the
laboratory have shown that an ex-
ceptionally uniform quality of con-
crete is being obtained.

The new concrete pavements of Lake Charles, designed and built according
to the best modern practice, are being enthusiastically received. Property
owners are pleased with their neat, attractive appearance and their clean,
even surfaces. Already petitions are in for an extension of the concrete
street paving program and when the 1924 program was planned in July, the
first step was taken for placing an additional 50,000 square yards of pavement
and this program was to continue the type placed in 1923 by making the new
work 100 per cent concrete.

In choosing- concrete for the improvement
of Allen Avenue, both property owners and
city officials believe that they have selected
a type which will give the greatest satis-
faction.

238

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 10

The tourist to Watkins Glen travels over an even concrete-
paved roadway.

Touring the Finger Lakes Region

WHEN, according to Indian legend, the great god, Manitou, placed a
portion of the happy hunting grounds on earth to reward the powerful
six nations for devotion and courage in battle, he also provided their suc-
cessors, the white men, with an unexcelled touring region. The location
selected by Manitou for his great gift was that section of western New
York now known as the Finger Lakes region. As Manitou placed this
portion of the Red
Man's Paradise on
earth (so legend
has it) the impress of
his fingers left the
long, slim valleys

which have become the ^f^ •MPSS^P^~

Finger Lakes. For
many years the trails
of the Iroquois trav-
ersed the hills and fol-
lowed the shores of
this favored region.
But this has, under the white man's rule, been changed to wide, graded and
surfaced highways, mile after mile of which is concrete. A land of delight
in all seasons, the Finger Lakes region is ablaze with color in the bracing
weather at the end of the summer.

There are many routes through the Finger Lakes Region. More than 500
miles of paved highway lead the motorist along the shores of the lakes or
over the summits of the ridges from whence are revealed panoramas of lakes,
hills, farms and villages, joyous and colorful in the autumn sun.

One route, having Syracuse as the "port of entry," leads southward along
a pleasant road through Auburn and Dryden to Ithaca at the southern end
of the longest of the Finger Lakes — Cayuga. Here, on the hills overlooking
the lake is the picturesque campus of Cornell University, pronounced by many

to be the most beauti-
ful college campus in
the United States. The
ravine-gashed valley
spreads as the route
winds southwestward
over a newly con-
structed concrete high-
way by way of Alpine
and Odessa to Montour
Falls.

October, 1924

CONCRETE HIGHWAY MAGAZINE

239

Hills and mountains, ris-
ing to elevations of more
than 2,000 feet above sea
level with deep cut valleys,
form the setting for many
gorges, caverns and water-
falls within a radius of a few
miles from Montour Falls.
Within the very heart of the
village is beautiful Chequaga
Falls, and Montour Glen,
nearby, is one of the most
beautiful gorges in the re-
gion. Not far away is the
famous Council Chamber of
the Senecas, a natural

PALMY'RAJ)

amphitheater walled on three sides by cliffs and
wooded bluffs where once sat the half-breed
Indian Queen, Catherine Montour, a great grand-
daughter of Count Frontenac.

Three miles northwesterly at the head of
Seneca Lake is Watkins Glen, a scenic gorge
which has long been the objective of automobile
tourists and is, perhaps, the best known place in
the Finger Lakes region. The walls of the gorge
tower 200 feet above the stream bed as the little
river in a succession of falls, cascades, pools and
rapids winds its torturous way toward the lake.

The Glen is now a State Park and walks, stairways and paths have been
provided so the visitor may explore its beauties in comfort.

North of Watkins, along the east shore of Seneca Lake, a concrete road
carries the motorist along the route used by Major-General Sullivan in 1779
on his march from Montour Falls to Geneva. The road is notched in the
hillside and, for a space, the blue waters of the lake may be seen through the
foliage. Farther along it bears inland, but upon reaching Ovid a sharp turn
to the left takes the route back to the shore over a well kept gravel road.
Soon the bend at the north end of the lake is reached and through the willows
along the water's edge the beautiful city of Geneva is seen hugging the shore
across the bay.

The route back to Syracuse now turns eastward through Waterloo, Seneca
Falls and Auburn, along the banks of the Seneca River with its locks and
its water-power installations. Several roads lead from Auburn to Syracuse,
one of them touching picturesque Skaneateles.

This happy hunting ground of the Indians, has, in this motoring era,
become the happy touring ground of thousands of motorists.

'Permanent

roads are a

good investment

— not an expense

Why America
Must Have More
Paved Highways

Almost every section of the United States is confronted
by a traffic problem.

Month by month this problem is becoming more and
more serious.

Hundreds of cars pass a given point every hour on
many of our state and county roads. Down-town
city streets are jammed with traffic.

Think, too, how narrow many of our roads are, and
how comparatively few paved highways there are in pro-
portion to the steadily increasing number of cars.

If the motor vehicle is to continue giving the economic
service for which it is capable, we must have more Con-
crete highways and widen those near large centers of
population.

Every citizen should discuss highway needs of his
community with his local authorities.

Your highway officials will do their part if given your
support.

Why postpone meeting this pressing need?
An early start means early relief.

PORTLAND CEMENT ASSOCIATION

A National Organization to Improve and Extend the Uses of Concrete
DISTRICT OFFICES AT

Atlanta Denver Los Angeles New York Salt Lake City

Birmingham Des Moines Memphis Oklahoma City San Francisco

Boston Detroit Milwaukee Parkersburg Seattle

Charlotte, N. C. Indianapolis Minneapolis Philadelphia St. Louis

Chicago Jacksonville New Orleans Pittsburgh Vancouver, B. C.

Dallas Kansas City Portland, Oreg. Washington, D. C.

Printed in U. S. A.

DEVOTED TO CONCRETE ROADS, STREETS GALLEYS

VoI.VIII November 1924 No. 1 1

r Garner's Ferry

near Columbia,
Richland County. S . C .

The Story of Standard Ottawa Sand
Oregon's First Thickened Edge Pavement

Page 243
" 256

Concrete for Permanence

(Jlhe Inspector

Cold Weather Precautions

"T TEAT hastens and cold delays the
-*- -•- hardening of concrete. As the
temperature decreases the rate of
hardening is retarded until it ceases
entirely at the freezing point. There-
fore, when it is necessary to place
concrete in freezing weather or
when the temperature is likely to fall
below 32 degrees before the slab has
hardened, precautions must be taken
to insure protection of the concrete
during the early curing period.

It is of vital importance that the
temperature of the concrete be main-
tained as much above 45 degrees
Fahrenheit as possible for at least 10
days in order that it may attain the
required strength. A covering of
canvas or tar paper with a thick
layer of hay or straw will help to
guard against freezing.

The safest practice is to protect
concrete before it has had time to
freeze. There is no certainty that
concrete which has been frozen even
once will ever attain its full strength.
Repeated freezing and thawing usu-
ally necessitates the removal of the
frozen section.

Heating the aggregates and mix-
ing water so that the concrete will
have a temperature not lower than
65 degrees when placed and then
covering the slab so that as much as
possible of the original warmth will
be retained, is an essential precaution
in severe weather.

Stable manure should never be
used as a protective covering as it

will cause permanent staining of the
surface. Ammonia may develop in
the process of decomposition which
is likely to cause pitting and scaling.

In general, the use of so-called
antifreezing mixtures should be
avoided. Many of them contain
chemicals which are known to be
detrimental to the strength and dura-
bility of concrete. Common salt
should not be used. The addition of
5 per cent of salt to the mixing water
reduces the freezing point only 6
degrees but decreases the strength of
the resulting concrete 30 per cent.

Calcium chloride is the only
chemical recommended as an addition
to the mixing water. It has the effect
of lowering the freezing point of
water and of increasing the early
strength of the concrete. From
2 to 4 per cent by weight of calcium
chloride may be used without reduc-
ing the strength of the concrete.
Amounts greater than 6 per cent by
weight, will reduce the strength of
the concrete.

Calcium chloride must always be
dissolved in water before being intro-
duced into the mixer. If put in dry,
it will not mix with the other in-
gredients but will form a sticky ball
which, when deposited in the pave-
ment, will wash out with the first
rain. Quantities of about 3 per cent
(approximately 3 pounds per bag of
cement) will allow placing concrete
when the temperature is slightly
below freezing.

NAGAZIN

Nov.

Vol.YIII

Chestertown — Rock Mill Road, Kent County, Md.

The Story of Standard Ottawa Sand

By P. S. McDOUGALL

General Manager, Ottawa Silica Co.

Ottawa, Illinois

OINCE 1909 American specifications have required the
^ use of "Standard Ottawa Sand" in measuring the
strength of both cements and sands. Few people, reading
that requirement, give a thought to the standard sand
itself, how it came to be used, where it can be obtained
or how it is prepared for use as a "standard" product.

Standard Ottawa is produced from St. Peter sand-
stone, which belongs to the Cambrian Period and was
formed millions of years ago when what is now the
fertile Middle West was the bed of a vast inland sea.
St. Peter sandstone outcrops in Illinois, Wisconsin and "Standard Ottawa."
northern Iowa where river valleys have worn away the overlying glacial
drift. The sand grains of which it is composed are almost pure silica
or quartz, naturally white in color but often stained red, blue, orange,

Standard Ottawa sand, used for standard tests of cement everywhere, has its origin in

St. Peter sandstone ledges at Ottawa, 111. These ledges are easily reduced to sand banks

by a light charge of dynamite.

244

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 11

Water under 100 pounds pressure is directed

upon the shattered ledge and washes the

sandstone down to the pumps.

yellow, indigo and all the intermediate
shades by percolating mineral waters.
Near Ottawa, Illinois, the river
has left the sandstone with only a
thin covering of sandy loam. The
Ottawa Silica Co., which prepares
"Standard Ottawa," removes this dirt
with a steam shovel and sweeps the
surface clean of all dirt; even to the
extent of digging into each tiny
crevice with a small paddle, leaving
the clean sandstone exposed as the first
step in the change from ledge to sack.
The layer of sandstone is about 250 feet thick and has disintegrated to

such an extent that it can often be shovelled up like sand. When it is exposed

to the air, however, it hardens so that old faces of the sand pit have every

appearance of a rock quarry. These exposed faces are reduced to sand piles

by light charges of dynamite.

The- blasting for the mining is done by drilling horizontal drift holes

into the ledge at the bottom of the pit, which is about 55 feet deep, and

larger charges of dynamite are

placed at the back end of these holes

and fired, causing the entire face of

the ledge to collapse. Sand is washed

from the shattered ledges by a stream

of water, as in hydraulic mining.

One man holds the hose and di-
rects the stream against the face of

the blasted ledge from which the sand

crumbles in an avalanche, to a pump

at the foot of the ledge. The pumps
pick up the sand and water and dis-
charge it through pipes to a large
relay pump, which in turn collects
this fluid mixture from the various
pumps and delivers it through a long
pipe line to the foot of an inclined
cleat elevator. This long elevator
lifts the sand and water to the top of
the washing bins where it is dis-
charged into a rotary screen, which
removes all the small pellets. The sand passing through the screen flows
into the washing bins.

The sand, having passed through all these operations, has been severely
agitated, and the grains have scoured and rubbed against one another until
any foreign matter, mineral or vegetable discoloring, which may have

The long cleat elevator carries the sand
out of the pit to the washing bins in the mill.

November, 1924 CONCRETE HIGHWAY MAGAZINE

245

The sand, appearing; like huge piles of sugar,
is allowed to drain for 24 hours.

surrounded any of these pure silica
grains, has become loosened and is
now found in the water only, in a
powdered form.

The fluid mixture entering the
first set of washers has clean water
added to it; the sand quickly pre-
cipitates and the foreign matter float-
ing in the water is allowed to flow
away. From these washers the sand
is sluiced with clean water to another
set of washers where the operation
is repeated. A pump at the base of these washers delivers the sand to the
draining bins. As it shoots from the pipe and spreads over the bin, water sprays
covering its entire area keep the now slightly clouded water moving toward
the water overflow. These sprays give the sand its fifth and final washing. All
this care is taken to remove a small part of one per cent of foreign material.
The draining bins are in the top of the mill. They have concrete sides
and a porous floor. Each bin holds about 1000 tons of sand from which
the water is allowed to drain at least 24 hours, at the end of which time it
contains about three to four per cent moisture.

From the drainage bins the sand is transferred to the drying bins by a
traveling crane operating a clam-shell bucket. The drying bins are beside
the drainage bins so that the sand need only be lifted a few feet. The
drying bins are "V" shaped and the sand must run past hot steam coils
which in about three hours remove every particle of moisture.

The fine, dry, perfectly white sand, looking much like sugar, runs from
a line of very small holes in the bottom of the drying bins onto a belt, is
carried to a bucket elevator and lifted to the screens which separate the
different sized grains. It is here that the sand is first screened to be used
in producing Standard Sand. Less than one per cent of the sand produced
by the Ottawa Silica Co., is sold as Standard Sand. The rest is used in
making glass, for an abrasive in saw-
ing stones, as molding sand and as fine
aggregate in white stucco, as well as
in sand-blast machines for cleaning
buildings or polishing castings and
for many other purposes. Ground
to the fineness of flour in a tube mill
it is also used in the manufacture of
pottery. These many industries re-
quire sand of different sizes and the
screened particles are stored in the

proper bins ready for Shipment. The final inspection— less than one per cent

The small portion of the total of the sand produoctetawa. 8°ld as standard

246

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 11

sand which can be sold as Standard Ottawa is that which will pass a
sieve having 20 meshes per linear inch. Each mesh must have an opening
of 0.0335 inch, must have between 19.5 and 20.5 wires per whole inch
of the warp wires and between 19 and 21 wires per inch of the shoot
wires. The diameter of the wire should be 0.0165 inch and the average
as measured shall not vary outside the limits 0.0160 to 0.0170. This sand
must be retained on a sieve having 30 meshes per linear inch ; each mesh
must have an opening of 0.0223 inch, must have between 29.5 and 30.5
wires per whole inch of the warp
wires and between 28.5 and 31.5
wires per whole inch of the shoot
wires. The diameter of the wire
should be 0.0110 inch and the aver-
age as measured shall not vary
outside the limits 0.0105 to 0.0115
inch. The above sieves must be
woven (not twilled) from brass or
bronze, and mounted on the frames
without distortion.

The sand, having been roughly
screened in the large mill, runs down
a pipe to the smaller standard sand
house where it is again screened, this
time very carefully. The sieves for
this final sizing are about two feet
square and are made of accurately
woven standard sieve wires. They
are agitated by electric motors. The
sand is first placed upon the coarser

20-mesh sieves. All that passes is placed in sieves having 30 meshes per inch
where it is shaken until a sample, shaken for three minutes on a standard
laboratory sieve, shows the sand passes the rigid requirement that 99 per cent
shall be within the sizes named. It is then weighed into burlap sacks holding
100 pounds each. Samples are taken from the sacks and tested on laboratory
sieves by the plant superintendent himself, as a check on all previous work.
If the sample meets the specifications, with a very liberal allowance for safety,
the sacks are tied and sealed, ready for shipment by freight or express.

A typical chemical analysis of the resultant standard sand shows it to be
99.89 per cent pure silica and 0.11 per cent of iron, alumina, lime and
magnesia combined.

It is a long step from particles of silica in a sandstone ledge to clean,
sized sand in a canvas sack on the way to Sweden. The step is made less
expensive because no sand is wasted. The great care used in the preparation
of Standard Ottawa assures cement users everywhere a sand which never
varies.

In 1909, 126 tons of Standard Sand were

produced. In 1923, 401 tons were produced

and shipped to every state and many foreign

countries.

November, 1924 CONCRETE HIGHWAY MAGAZINE 247

New Conneaut Viaduct Spans Valley

By J. R. BURKEY
Engineer in Charge of Construction, Columbus, Ohio

TN July, 1924, the new reinforced concrete Conneaut Viaduct was opened
••• to travel. This structure, which spans a deep ravine on the southern shore
of Lake Erie between Conneaut and East Conneaut, Ohio, is an important
link in the Cleveland to Buffalo Highway, which is one of Ohio's heaviest
traveled routes. Traffic counts have recorded as high as 1,000 vehicles per
hour at this point.

Before the completion of the present structure, traffic was forced to use
either a high level toll bridge 1,800 feet long or travel over an inadequate
township road having extremely steep grades and dangerous curves. The
passing of this toll bridge marked the end of privately owned bridges on
the public highways of Ohio.

The completion of the Conneaut Viaduct is the culmination of a move-
ment started many years ago when the Commissioners and Engineers of
Ashtabula County started a campaign for a new structure. A Cleveland
engineer, Wendell P. Brown, prepared plans for the county and these were
adopted when construction was authorized under the cooperation of county,
state and federal governments.

The viaduct was built on a new location about 700 feet south of the old
bridge. This change of location necessitated the purchase of 23 parcels of
real estate, costing $85,000 for right of way. Harbor Street, running north-
ward from the west end of the viaduct was widened as far as Main Street
to provide a thoroughfare into the business section of Conneaut.

The new structure has an over-all length of 1,317 feet and consists of
seven large concrete arches of the open spandrel type and six concrete
girder spans in the approaches. The width of the roadway is 32 feet between
curbs, on each side of which there is a Sl/2-ioot sidewalk. The ornamental
balustrades and lamp posts are made of concrete in which gray granite
aggregate was used.

Financing of the project was undertaken jointly by the Federal
Government, the State Highway Department and Ashtabula County.

The attractive new concrete viaduct at Conneaut, not only serves traffic efficiently, but adds

charm to the landscape.

248

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 11

The opening: of the new concrete viaduct marks the passing

of the last privately owned bridge on the highways of Ohio.

The old toll bridge IB directly behind the new viaduct.

were: Irus Bliss, W. R. Pinks, E. J. Harvey, O.

Exclusive of right of
way, engineering and
inspection, the cost of
the structure was $380,-
000. The Pitt Con-
struction Company of
Pittsburgh, Pa., were
the contractors and the
structure was built
under the direction of
the writer. The Com-
missioners of Ashta-
bula County during the
development and com-
pletion of the project
R. Beckwith and G. A.

Gladding. The county surveyors were : A. G. Bixler and D. W. Leggett.

Restore Undermined Slabs at Belmar,NJ.

By WM. B. BAMFORD
Former Mayor, Belmar, N. J.

AN interesting example of the ease of repairing an undermined concrete
pavement was afforded in Belmar, N. J., when wave action washed out a
section of the new concrete paved Ocean Boulevard and again demonstrated
the strength of properly constructed concrete roads.

The Belmar section of the Ocean Boulevard, approximately 1% miles long,
immediately adjoins a 30-foot boardwalk with a 10-foot gravel strip between.
The road is about 8
feet above mean high
water and there are
about 140 feet of beach
from the boardwalk to
the water at mean high
tide. A 3-inch plank
bulkhead, connected to
the boardwalk piling,
protects the pavement
subgrade from wave
action.

A longitudinal cen-
ter joint divides the

pavement into tWO The concrete pavement on Ocean Boulevard. Helmar, N. J.,

parallel sections, each as u a""eared before ig£ri£±? aml a"er repBlrs had

November, 1924 CONCRETE HIGHWAY MAGAZINE 249

The undermined slabs of the concrete pavement on Ocean
Boulevard were undamaged by the drop of six feet.

15 feet wide. The
slabs, 50 feet long be-
tween transverse joints
and 8 inches thick,
weigh approximately
40 tons. The concrete
was mixed in propor-
tions of 1 :2 :3, washed
sand and Delaware
River trap rock being
the aggregates. It was
reinforced with No. 56
National Steel &
Fabric Co. wire mesh.
To facilitate drain-
age and prevent dam-
age through rotting of the bulkhead, the road was not crowned in the center
but was pitched away from the bulkhead toward the curb on the westerly
side of the road.

During the gale of March 11, 1924, the road was for the third time
undermined for a distance of about 200 feet. The two center slabs were
undercut for their entire length and over half their width when they finally
settled into the excavation without cracking or chipping at any point. On
the south end of the washout, where the forms for the transverse joint of
the adjoining slab (which had also been partially undermined) had been
tilted about 1 inch during construction, a wedge was formed which
supported the adjoining slabs until one of them broke off at the outer corner
in an equilateral triangle whose sides were 11 feet long. This joint is especially
interesting because it made a clean vertical break through the coarse aggregate
and metal reinforce-
ment. The broken slab
carried the weight of
the two adjoining slabs
until the failure which
caused the pavement to
settle.

The pavement was
easily restored by jack-
ing it back into place,
and placing piling under
from the outer edge.
The work was carried
on without fracturing

flip nnvpmpnt elahs The slabs were Jacked up, cribbing: inserted and the subgrade

cnc pavement MdUb. backfilled. The restored pavement is as good as new.

250

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 11

Roycrofters Build Concrete Driveways

The Roycrofters of East Aurora, N. Y.,
believe that beauty can be combined
with utility. That is why the service
driveways winding through the parked
grounds among the vine covered build-
ings of Elbert Hubbard's unique manu-
facturing plant are of portland cement
concrete.

Since 1915, the concrete drives of
the Roycrofters have carried the
traffic of the shops and have en-
hanced the appearance of the
plant.

November, 1924 CONCRETE HIGHWAY MAGAZINE

251

An Efficient Joint Bulkhead

A JOINT installing template which holds premolded expansion material

'VT in the correct position but does not itself extend into the concrete is

shown in the accompanying illustrations.

The template consists of a 3-inch plank whose bottom edge has been cut

to the crown of the pavement. Into this curved edge two rows of headless

20 penny spikes are driven. The rows are just far enough apart to admit

a strip of joint filler between them. The spikes are spaced about one foot

center-to-center in each row.
In operation the required

strips of filler are inserted be-
tween the rows of spikes. The

template is then carried to the

location for the next joint and

set across the width of the

pavement, with the ends of the

template resting on the form, or

curb, and the filler just touch-
ing the subgrade. The template

is kept vertical to the form, and

therefore to the pavement stir- fi/acrr-^ftST

face, by braced strap-iron shoes,

fastened at each end. The

weight of the template holds it in the correct position while concrete is being

placed on both sides of it.

The great advantage of this type of bulkhead is that only the spikes

project into the concrete and the template may be lifted without disturbing

the joint material.

When the ordinary bulkhead is removed a cavity is left in the concrete

along one side of the joint material. Unless this is filled with concrete as the

bulkhead is slowly raised the
expansion material may be
pushed from its correct position,
making a wedge shaped butt-
joint which may raise the end
of the slab when subjected to
expansion pressure. With the
template illustrated only the
spikes are pulled from the con-
crete, leaving the filler at right
angles to the surface and pleas-
ingly straight transversely.

This roadbuilder's "kink" assures a vertical joint
properly filled with expansion material.

The

double row of spikes
material in place on

holds the expansion
the template.

THE SUSQUI

IANNA TRAIL

YORK.
NIA
nd

te Pavement
Types

Canada and . » ers on request.

Cuba- . This makes con-

Yearly ..... $1.50 Vol. VIII NOVEMBER, 1924 No. 11 SS °taSSj25

• available and read-

Notify the Edi- Published Monthly by ers will for that

change ofnaCddre°ss PORTLAND CEMENT ASSOCIATION S££ ^maintain

fiverV °£ n°n"de" H1 West Washington Street - Chicago, 111. US5£ySJS* *

Concrete for Permanence

New Business for the Village

HTVHE well paved highway confers many blessings. One of these — and not
-*• the least — is that of new business for the rural village. Trade is always
stimulated when people move about. Most people have automobiles and like
to travel. Now that they can begin to use those vehicles for trips of more
than a few miles, they are enjoying the privilege. Summer tours involving
from one to five thousand miles of motor travel are common. The certainty
of finding roads that are at least passable is the magnet that draws people
to distant states.

America is dotted with villages. Any main highway that you want to
name passes through hundreds of them. Motor travelers are going to stop
in all of them, every day. Every time a traveler stops, he is pretty sure to
spend some money. Sometimes it will be only a few cents for a cold drink
or some ice cream; other times he will pay out several dollars for supplies,
repairs, lodging — or perhaps he will buy some fine bit of merchandise that
has the charm of the unusual.

The first effect of the stimulant, of course, is seen in business directly
associated with the motor car. A new garage appears, or an old one is given
a new "front" and is enlarged. That means employment for the village
contractor, and the lumber yard sells sfome building material. A gasoline
sales station — more likely several of them — is installed.

The travelers have to be fed. If the village supported a restaurant at
all, it has had a precarious existence. Now, its cash drawer has to be rung
more frequently. If the proprietor can see his opportunity, he makes im-
provements in the quality of the food and service, in the extent of his
accommodations, and in the cleanliness of his place. Travelers appreciate
good food and service, and will give a deserving place the "good word" that
can't be bought. The increasing business of the restaurant is an outlet for
much locally grown produce. The number of chickens a line of hungry
motorists can eat is astonishing.

Many of the travelers want lodging. The ancient hotel will get its
share of this business — but not until the landlord "cleans up." Most of his
guests have decided views as to the type of accommodations they seek.
They will not require or expect frills, but will demand cleanliness and
comfortable beds. This demand has brought new life to many an old "inn."

Then the village merchants begin to feel the benefits of the never ending
caravan passing their doors. The citizens have more money, and what is vastly

November, 1924 CONCRETE HIGHWAY MAGAZINE 255

important, they have more ideas. They see new styles in clothing. Their
new ideas are reflected in purchases. The standard of living is advanced.
The merchants who can measure up to the new opportunities increase their
bank balances. The highway is an important aid to the merchant who wants
to better his service. He can secure prompt deliveries from the motor freight
line which brings merchandise to his store door. In many cases, the motor
freight is railroad-owned and operated. The old "peddler-freight" local
trains were run at a loss, and enterprising railways are adopting the eco-
nomical and flexible motor truck service.

The merchant's new business means better village stores. Good display
windows show what he offers — and the motor travelers stop to buy as well
as the residents. Good concrete walks and pavements are put down as a
part of the general improvements.

Back of the main highway the village may still be quiet, not with the
silence of hopelessness and decay, but with the contentment that reflects
good living and prosperity.

International Trade Press Publishes History
of Cement Industry

f I 4HE International Trade Press, Chicago, announces the publication of a
-1 History of the Portland Cement Industry in the United States. This
history goes back to the very beginning of the industry in this country.
Personal anecdotes of the early manufacturers of cement and interesting
side lights on the difficulties they met and solved, fill its pages. The book
contains also a discussion of the processes involved in the manufacture of
Portland cement and a bibliography on its manufacture and use.

It is quite appropriate that this work should be off the press at the time
when the 100th Anniversary of the invention of portland cement is being
celebrated.

The author, Robert W. Lesley, was himself a pioneer in the manufacture
of portland cement and still retains his interest in the advancement of the
industry. He is a member of many of the leading technical societies, being
a past Vice President of the American Society for Testing Materials and
was the first President of the Portland Cement Association. The history
was written by Mr. Lesley in cooperation with John B. Lober, President,
Vulcanite Portland Cement Company and the second President of Portland
Cement Association, and George S. Bartlett of the Universal Portland
Cement Co.

The book is a worthy addition to the library of the technical man, the
user of portland cement, and those interested in the advancement of American
industries.

Contains over 400 pages, is profusely illustrated and handsomely bound
in cloth. The price is $3.00. Orders or inquiries should be addressed to
the publishers— The International Trade Press, 53 West Jackson Blvd.,
Chicago.

256

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 11

Oregon Completes First Section of
Thickened Edge Design Highway

The Albany-Corvallis road is Ore-
gon's first thickened edge pavement.

TT7ITH the completion of the Albany-
* * Corvallis section of State Highway
in Benton County, the Oregon Highway
Department will have built its first stretch
of concrete highway with the recently
adopted design of thickened edges. This
design is similar to that which many states
are now building since the Illinois Bates
Road Tests proved so conclusively that
the greatest strength in a pavement is
needed along the edges. The Oregon State
Highway specifications call for a cross sec-
tion 7 inches thick at the center and 10
inches thick at the edges, the increased
thickness graduating to the edge from a point 2 feet from the edge.

The Albany-Corvallis road contract involves 100,800 square yards— 9^
miles — of 18-foot concrete pavement of 1 :2:3 mix. It was awarded March 10
of this year to J. C. Compton of McMinnville, Ore., at a price of $24,381
per mile complete. It is specified for completion January 1, 1925.

The project, in addition to connecting two county seats, will be a main
line of travel between the Pacific and West Side highways which are the
principal north and south traffic lines in western Oregon and which carry all
of the interstate coastal tourist travel. The route also traverses a rich
agricultural section. Upon the completion of this and a stretch of the
West Side Highway in Polk County south of Monmouth, also under

construction with con-
crete this year, there
will be a continuously
paved loop to include
the cities of Portland,
McMinnville, Corvallis,
Albany, Salem and
Oregon City — a total
distance of over 150
miles.

The contractor for
the Albany - Corvallis
section erected a 300
cu. yd. per day sand
and gravel producing

The care taken in mixing the concrete, was demonstrated by i „ acu:no.

frequent test cylinders which showed 4.100 lb. at 28 days. ana wasning

November, 1924 CONCRETE HIGHWAY MAGAZINE

257

By establishing a central proportioning and washing plant, unnecessary handling was
eliminated, and construction was speeded.

the middle of the project and furnished the aggregates for the entire job.
Power for the dragline bucket and screening plant was furnished by donkey
and tractor steam engines. Proportioning bins were also erected on the site
and trucks hauled materials directly to the mixer on the subgrade. This
procedure eliminated any unnecessary handling and proved to be very efficient.

Sand and gravel in proportioned batches of 25 cu. ft. of dry mixed
materials were hauled in trucks which had bodies equipped to carry four
batches or 100 cu. ft. The sand produced at the plant was a little fine and
had to be built up to meet the State's specifications for aggregate grading
by the addition of 1/3 to 1/2 by volume of crushed stone screenings. Cement
was added to the batch after it had been dumped into the mixer skip.
Materials were mixed in a 5-bag Smith paver. Cylinders were taken regu-
larly and crushed at the State Testing Laboratory. These samples showed
an average strength of 2,250 pounds at 7 days and 4,100 pounds at 28 days.

In addition to regular grading, a fine subgrader shaped to care for the
increased thickness at the edges of the slab was attached to the mixer and
ran directly behind it. After concrete was placed, it was struck off with a
steel shod hand strike board, rolled, and floated with long handled flat and
split floats and with a strip float which extended across the pavement. Regu-
lar procedure was followed of edging along the sides and at joints. Expansion
joints containing ^-inch material were placed at 25-foot intervals.

The surface of every slab and between panels at every joint was carefully
checked with a 6-foot aluminum straightedge to insure an even riding pavement.
This point was given unusual attention, an inspector being employed for the
finishing alone. Curing was effected by the use of burlap strips put on the
pavement immediately after finishing. These were kept wet. The following
day the surface was covered witli 2 inches of earth which was kept thor-
oughly wet for a period of 10 days and removed after 20 days.

Good progress was made on this contract. A 1% mile stretch at the
Corvallis end was completed and then the mixer was moved to the Albany
end. The average run per day was about 1,000 square yards.

This project, Oregon's first section of the new design, was built under the
supervision of E. A. Collier, Resident Engineer, State Highway Department.

258

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 11

Denver, Colo., Builds Seventy-Six Miles
of Concrete Alley Pavement in Six Years

The building of con-
crete alley pavements
is an established fea-
ture of Denver's muni-
cipal improvement
program. Each year
sees additional mileage
in place.

Since 1919, Denver has
been busy transforming
the dirt alley of yester-
day into the clean, ser-
viceable, concrete paved
"secondary street" that
is demanded by property
owners today.

November, 1924 CONCRETE HIGHWAY MAGAZINE

259

,PINI C ON

Scott County Boasts Largest Paved
Road Mileage

Six Hard-Surfaced Routes Open to Year 'Round Travel

By J. M. MALLOY
County Engineer, Scott County, Davenport, Iowa

TT7ITH the completion of its 1925 program Scott County will have the
* » greatest mileage of paved highways of any county in Iowa. Beginning
in 1920 with no pavement, by the end of the next construction season there
will have been built 90 miles of hard-surfaced, all-weather highways besides
many miles of graded and graveled roads. The expenditure for this work is
$4,500,000, or nearly a million dollars a year for the five years of construc-
tion work. The result is six paved roads radiating from Davenport, the
county seat and also the principal city in the southeastern part of the state,

to the borders of the
county. These roads
connect the state's
richest farms with both
rail and river trans-
portation and make it
easier for farmers of
adjoining counties to
travel many miles to
the stores in Daven-
port than a few miles
over dirt roads to
nearer cities and towns.
Iowa laws provide

SCOTT COUNTY, IOWA that> while the hish-

way commission has
the final word in the
selection of the primary

highways, the board of county supervisors alone can initiate improvements.
If paving is contemplated and a bond issue is required the proposition must
be submitted to the voters of the county for approval. A $2,000,000 bond
issue was approved by voters in 1919. Contracts were immediately let for
paving a portion of two roads leading north into Clinton County and one
running west toward the county seat of Cedar County. Work was started in
1920. The people of the county were so tired of driving over rough,, dusty
and muddy roads that they did not care to wait for lower prices so work
was pushed as rapidly as possible, the paving following closely behind the
grading and bridge work. Roads were straightened, new rights-of-way

AINVILW ELLDRIDGL _j
££>— <AYSVILLL |

CONCRETE:

ISa PROGRAM
OTHER TYPE15

260

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 11

were purchased, creek channels were altered to eliminate bridges, grades
were reduced and everything possible was done to make the improved roads
serve the community efficiently.

The 23^2 miles of pavement called for in the first contracts were com-
pleted in 1921 and contracts were let for 10^ miles of concrete extending
the pavement east 6l/z miles and north to the Clinton County line. It was
already evident that, because of the high post-war prices, the original bond
issue would not complete the whole of the county system. However, everyone
felt certain a new bond issue could easily be passed when all the money
from the first had been spent. Work on the second contracts was completed
in 1922. In 1923 the northwest road was extended to the county limits by
the completion of 7l/2 miles of concrete pavement, the road along the river
was extended from Pleasant Valley to LeClaire and the first 10^2 miles of
concrete were placed west of Davenport on the River-to-River road. But
money obtained by the first bond issue was expended; if the original program
was to be completed, a
new bond issue must
be submitted to the
voters. Accordingly a
special election was
called in April, 1924.
The voters approved
the new issue with
even a larger majority
than was given the
previous one and com-
pletion of the 90 miles
in the county system
was assured.

Grading work was
begun at once and
completion of the road system as originally planned is anticipated in 1925.

Not all of the $4,500,000 expended in the road work of the county was
used on the 90 miles of paved road; some was spent for oiling and graveling
tributary roads and for the repair and maintenance of dirt roads. The first
county bond issue was for $2,000,000, the second for $1,250,000; the balance
of the $4,500,000 was received as Federal and State aid or was paid by a
special assessment of only ^ of the cost of the road against landowners
adjacent to the paved road.

In the years 1920, 1921 and 1922 interest and a sinking fund to redeem
the bonds as they come due was provided by a six mill additional tax levy.
For 1923 and 1924 county officials found that a 3l/2 mill levy would be
sufficient.

Only 83 years ago the commissioners of Scott County appropriated $433
for the year's road work. Some of this money was spent in reducing the

In place of mud, dust, and bumps, the rich agricultural
lands of Scott County are now served by a concrete road-
way, open the entire year.

November, 1924 CONCRETE HIGHWAY MAGAZINE

261

height of stumps in the roadway so that the axles of wagons and ox carts
could pass over them. It is a long jump from $433 to $1,000,000 a year; it
is a still longer jump from ox carts and their requirements to the thousands
of automobiles and trucks which now traverse the same roads. At any rate
the people of the county are so well convinced paved roads are desirable
they are willing to back a state bond issue which will permit the construction
of pavements on through routes crisscrossing the state from east to west and
north to south. They also favor the adoption of a gasoline tax, placing
supreme authority in road matters in the hands of the state highway com-
mission and elimination of the special assessment system.

Already the value of through roads is apparent to both farmers and
merchants. Clinton County has a concrete paved road connecting with the
Scott County pavement on the north. A definite trucking service has been
established between Clinton and Davenport ; buses connect the two cities
with the smaller communities back from the river ; tourists are attracted
from other roads by the long stretch of pavement and stop at the stores or
hotels to spend their money; shoppers come from far inland towns to buy
at the larger stores and enjoy a ride over concrete pavement without the
danger of being marooned by a sudden rain.

There have been other advantages to the people of the community which
cannot be measured in dollars and cents. The shores of the Mississippi have

always been a popular
location for summer
homes. One of the
paved roads follows
along the great river
giving the traveler an
occasional glimpse of
freight and passenger
packets, dredges,
scows and all sorts of
river craft as well as
of locks, islands and
broad expanses of
open river or wooded
shores. Before this
road was paved business men from the city could not live in country homes
along the river because of their inaccessibility. Now the 11-mile pavement
is Main Street for hundreds of fine homes whose owners can drive to work
each morning as easily as in previous years they went to the nearest corner
to catch a street car. It also connects the homes in the city with the golf
links, tennis courts and dance floor at the Davenport Country Club, built
since the pavement was completed.

Hardly a man in Scott County who will not say that the county's pave-
ments are well worth what they cost.

The construction of a concrete roadway made available to
residents of Davenport ideal country homesites.

262

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 11

Through Michigan's 'Thumb District"

TN these days of paved highways and closed cars,
-•• the motor touring season need not end with
the first cold snap. There are many crisp, bright
November days when a jaunt- through the early
winter country side is an exhilarating experience.
One such route which assures enjoyable motoring
because of its large mileage of concrete highways
and its pleasant scenery, is a loop trip through
the "Thumb District" of eastern Michigan.

The start is made at Detroit — the Motor City —
at Cadillac Square with its imposing soldier's
monument surrounded by tall blocks of business
buildings. Woodward Avenue, a broad thorough-
fare flanked by stores and theatres leads north-
westerly through Grand Circus Park, the hotel
center, and continues northward with its busy
traffic past the Highland Park plant of the Ford
Motor Co.

Between the city limits of Detroit and Pontiac, the motorist will see the
development of one of America's greatest highway projects. The concrete
road over which he travels was built in 1917 and was then considered ade-
quate for the traffic it would be called upon to bear. But, in spite of the
construction of parallel paved routes, traffic has grown to such tremendous
proportions that the "Wider Woodward Ave." plan became an absolute
necessity. As he rides along, the visitor will see homes and business blocks
moved back from the highway, for the new road will consist of 2 concrete
paved driveways, each 40 feet wide, with a space for interurban electric
trains between them. The work is in full swing and if the motorist has time
to watch the job he will receive a vision of what the highway of the future
is likely to be.

The old 16-foot concrete pavement continues through the Bloomfield Hills sec-
tion, a region of high class suburban and country homes for wealthy Detroiters,
to Pontiac, where are located plants of the General Motors Corporation.

LE1GE1ND
CONCRELTL
OTHtR TYPE15

The "Thumb District" Tour.

Many husy streams of traffic converge in Grand Circus Park, the hotel center of Detroit.

November, 1924 CONCRETE HIGHWAY MAGAZINE

263

The concrete continues north
of Pontiac through a prosperous,
rolling farm country, dotted here
and there with pretty lakes, to
Flint, another of Michigan's
cities engaged largely in auto-
mobile production. The rich
dairying and farming country
between Flint and Saginaw was
once covered with forest. Sag-
Tile motorist, speeding over the smooth concrete maw was one of the noted
road, passes a steady procession of lake steamers, 11irnKpr rpnfprs nf a Hav nr»f Inner
carrying ore from the North. * a dav r

past but the forests have been

felled, the land cleared and planted. The sugar beet mill has supplanted the
saw mill and the land now produces sugar beets instead of lumber.

The route now leads along the Saginaw River to Bay City, famous for
its fisheries and for its shipments of coal. A turn to the east is made as the
wide, tree bordered streets of Bay City are left behind. Alternate stretches
of gravel and concrete carry the motorist along the shore of the Bay through
Severing, a thrifty German settlement and on to Bad Axe, in the lumbering
days the center of the Thumb District Forests.

Again the road leads north to Port Austin and Pointe aux Barques at the
very tip of "The Thumb." Rugged rocks, a broken shore line and good bass
fishing make this a favorite stopping point for tourists. Southward, close to
Lake Huron, the car rolls on through the beautiful city of Harbor Beach.
The lake is visible practically all the way as the bold, rugged shore is fol-
lowed. As Port Huron is approached, the lake narrows down and becomes
the St. Clair River. A steady procession of lake steamers, most of them
carrying ore from Duluth, glide along the great inland waterway at intervals
of only a few minutes.

Two fine routes will take us back to Detroit, one along the St. Clair
River through a beautiful country home district, the other a direct route
over the Gratiot Pike. They
converge before reaching Mt.
Clemens, famous as a health
resort, and continue to Detroit
over the Gratiot Pike, a veteran
concrete highway that has
borne the pounding of concen-
trated traffic since 1910. Near
the city it has been widened
and thickened to care adequately
for the never ending stream of

motor vehicles entering and Whispering birches and the whir of a smooth

A/Tr»fr»i- fii-ir motor invite the motorist to spend another perfect

mutor v_ity. day y|a concrete

People Pay for
Adequate Highways
Whether They
Have Them or Not"

"T TNTIL a State has completed the back bone
*— ' of its trunk line system with suitably paved
or surfaced highways, the rate of construction
should be independent of the source of the
revenue or the method of payment for the work.
For the use of the principal highways is so ex-
tensive that the people pay for adequate high-
ways whether they have them or not, and they
pay less if they have them than if they have not."

—THOMAS H. MACDONALD,

Chief, Bureau of Public Roads,
U. S. Department of Agriculture.

Printed in U. S. A.

DEVOTED TO CONCRETE ROADS, STREETS GALLEYS

VoLVII December 1924 - N°I2

Concrete Pavements Bring Prosperity to Sag Harbor, N. Y.
Wisconsin Hotels Benefit from Concrete Roads - - •

Page 267

270

Concrete for Permanence

Inspector

Some Do's and Don'ts

T^\ON'T carry a chair. A good inspector wears out the knees of his
•L^trousers and the soles of his shoes.

Be friendly with everyone on the job; familiar with no one. Familiarity
dulls the edge of an inspector's authority.

Be courteous to visitors. Future paving depends upon public good-will.
Do not prejudice the public against road improvement by flippant answers
to what may seem to be foolish questions.

Orders should be given to foremen, superintendent or contractor only.
This rule does not apply to things of minor importance such as the correction
of form alignment, elimination of a high or a low spot in the subgrade or other
routine matters. In such things it is proper for the inspector to call the
defect to the attention of the workmen responsible for that particular part
of the job.

Do not waste workmen's time by carrying on a conversation with them.

Be severe at the beginning of the job. An erroneous method is more
easily corrected the first time it is practiced than after it has been in use, and
the reputation of being slack or "easy," though it is quickly attained, is hard
to overcome.

An inspector usually enforces his commands through personality. Be sure
your judgment is so cool, fair and impartial and your knowledge of the work
so thorough that you command respect and obedience.

Don't argue. Refer disputed questions to your superior and, until you hear
from him, use your own best judgment.

Aid the contractor at every opportunity so long as it does not affect the
quality of the pavement adversely.

The first batch of the day is the one most likely to be bad. Be there
to see it mixed.

The last work of the day is most likely to be poorly finished. It should
be checked before you leave.

Do not try to magnify your own importance by telling outsiders of the
errors you have corrected or of the "crooked work" you have uncovered.
The quality of the completed pavement will measure your ability and will
be your strongest testimonial.

Proper inspection is a man-sized job. It requires constant vigilance,
diplomacy and good old-fashioned backbone. Good inspection may add several
thousand dollars to the value of the road without adding materially to its cost.

December 1924
Vol.VIII N2I2

The Dixie Highway through
New Smyrna, Florida

Prosperity Returns to Sag Harbor
Over Concrete Pavements

By WARREN S. GARDNER
Editor, Sag Harbor Express, Sag Harbor, N. Y.

HOW an historic little village at the eastern end of Long Island gained
a new lease on life through the development of a hew industry and the
improvement of its streets with concrete pavement, is told in the story of
Sag Harbor's transformation from a sleepy country village to a modern,
business-inviting community.

Picturesquely situated on the western shore of Gardiner's Bay, the
village was founded in Colonial days as a whaling and fishing center. The
whaling industry died out, fishing declined and the village became a drowsy

country hamlet.

Then a man of
vision saw the value of
its picturesque location
along Long Island's
shore line. It had
possibilities as a sum-
mer resort. These
were developed and
advertised. A steamer
route was started be-
tween Sag Harbor and
New London, on the
mainland, and the
future looked bright.

The construction of concrete streets has transformed Sag . <-,

Harbor from a country village to a modern city. Main Street, a Wide

268

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 12

and sweeping thor-
oughfare began again
to feel the wheels of
traffic and the tread of
business.

But Main Street
was still a country

The wide, clean concrete pavement on Main Street invites
business to Sag Harbor.

high-crowned macadam
surface that soon made
trouble for the vehicles
using it and for the
village authorities re-
sponsible for its condi-
tion. Business that had
cast favorable glances toward "The Harbor," began to look elsewhere. Mud
and dust and chuck holes were not inviting. The traffic expected because of
the steamer route did not materialize and the village trustees, a foreseeing
body of men, decided that something had to be done to improve conditions.
Clearly, the need was for adequate traffic surfaces in the village.

In the summer of 1922 a street paving bond issue was proposed, duly
considered and favorably voted upon by the taxpayers. Concrete was selected
as the most suitable paving material, bids were called for and in October a
contract was awarded for paving Main Street and Madison Avenue, two of
Sag Harbor's principal streets. Construction started in May, 1923, and the
job was completed in August of the same year.

It was originally intended to place two 20-foot strips of concrete through
the business section and a single 18-foot strip on the remaining portion of
the work. The 18-foot section was built first. The resulting improvement
in the appearance of the street with even this single strip of pavement was so
pronounced that the
trustees decided to
widen the pavement to
the curb lines in the
business district, instead
of placing the two 20-
foot strips originally
planned. This section
was accordingly paved
full width — 85 feet in
places — excepting only
an 8-foot parking space
in the center of the
street where the light-

, , , Motor vehicles on business or pleasure errands now move

mg poles were erected. comfortably over the concrete pavement.

December, 1924

CONCRETE HIGHWAY MAGAZINE

269

The stimulating effects of these improvements were quickly apparent.
There has been a remarkable increase in business activity throughout the
village. People who previously patronized surrounding communities because
of their greater attractiveness and better streets have turned to Sag Harbor.
The movies are doing capacity business and Main Street has taken on a
metropolitan air. The number of automobiles and commercial vehicles mov-
ing along the street or parked at the curbs is evidence of returned prosperity.
The steamer line, also, showed a decided increase in patronage.

Further evidences of the results traceable to the better pavement, are the
improvements made by the local merchants to attract and hold trade. At
least ten of them have altered their more or less shabby frame store fronts
to most attractive permanent "facades." A new, large, 4-story, reinforced
concrete business building is being erected. The local hotels have been quick
to capitalize this new opportunity for business and have remodeled and painted
their buildings to make them more attractive.

It is significant that the decided increase in business and the growing
prosperity dates from the completion of the concrete pavements.

Novel Grade Crossing Protection

npHROUGH the cooperation of the Pennsylvania Railroad officials and C. D.
A Buck, State Highway Commissioner for Delaware, a unique warning station
has been installed at the point where the concrete-paved state highway crosses the
Pennsylvania Railroad at Cool Spring Station, in southern Delaware.

Two warning stations, one on each side of and 75 feet from the tracks, were
built along the center line of the highway. The pavement is carried around on
either side of the structure, thus compelling vehicles to slow down in order to get by.
In addition to the standard railroad crossing sign, the structure consists of
concrete posts at each side of a wooden lattice work, painted black and white. In
front of this barrier is a highway lighthouse which flashes its warning continually.
In addition there are reflex warning signs which reflect the glare of the headlights
of approaching automobiles.

270

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 12

Concrete Highways Bring Business to
Wisconsin Hotels

By WALTER SCHROEDER
President, Hotel Wisconsin Realty Co., Milwaukee, Wis.

Ye broad highway that passeth by my doore,
Hath broughte of merrie trauvelers manye a score,

To feast upon my goodlye venison pie

And sip my cellar's lusty e rye
Till by the morrowe they can feast no more.

— Rime of the Tavern Keeper.

IN striking contrast to the old crossroads inns are the large, well-equipped
hotels of today. But for the traveler on the highways their purpose is
the same. At the present time, the Hotel Wisconsin Realty Co. owns and
operates in the state of Wisconsin five hotels of from 180 to 500-room
capacity. These are located at Milwaukee, Green Bay, Fond du Lac and
Madison. Two others are under construction : one at Wausaw, Wisconsin,
and one at Duluth, Minnesota. All are known as the Schroeder Hotels.

The relation of these hotels to the highways, particularly concrete high-
ways, is definite. Highways bring business to us the same as to the old
tavern keeper. Consequently our company has been largely influenced in

our hotel enterprises by the factor of
accessibility over well-paved, all-
season road surfaces. Highway
transportation is indisputably a main
stem of the general transportation
scheme. Commercial hotels depend
almost entirely upon transportation
facilities.

Here's a question that requires
little pondering: How can a town
of 20,000 support a million dollar
hotel? Without our modern auto-
mobiles and dependable hard-surface
roads, it couldn't.

Specifically, let us take the tourist
traffic because it is this class of

'•Pp patronage that has made possible the

erection of first rate hotels in medium
sized cities and towns. Tourists fall
in two classifications — motor and
otherwise. (We have entertained some very notable pedestrians, too, but
our business has not been built on their infrequent visits.)

Concrete roads bring guests during all sea-
sons of the year to the Hotel Northland
at Green Bay, one of the Schroeder hotels.

December, 1924

CONCRETE HIGHWAY MAGAZINE

271

Wisconsin's many miles of concrete roads are the magnet which draws the tourist to its
numerous lake resorts and hotels.

Motor tourists, in reality, comprise about 75 per cent of our transients
between May and September and strengthen our guest list the year 'round
as they are able to travel in all seasons over the concrete roads. They come
from every state in the Union and even from foreign countries. They are
increasing as the mileage of good roads increases. Without these motor
travelers we would not have been able to build the beautifully appointed,
firesafe hotels that we have. The ordi-
nary business would not warrant it.

We are fortunate that Wisconsin
has much to offer motorists in natural
advantages, including lakes and
woods and fine climate, and we are
thankful that Wisconsin has been
guided by a regard for permanence
in the construction of its highways.
This state now has over 1900 miles
of concrete roads.

When our first hotel, the Wis-
consin at Milwaukee, was built
eleven years ago, the miles of con-
crete or of any other lasting road
surface in the state could be counted
on ten fingers. In those days our
motor tourist business was a neg-
ligible quantity. Often after a rain
the highways would be impassible for
days; while travel in the winter was practically unthought of. This condi-
tion did not last, however, as Milwaukee County, a pioneer in concrete
road construction, started building a highway system in 1913 that has slowly
but surely developed into the network of all weather highways which now
exists in Wisconsin.

The concrete road makes all seasons tour-
ing seasons and brings year 'round hotel
patronage.

272

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 12

Recently a friend confided that he felt sorry for me — being in the hotel
business when all the travelers were stopping at the open air camps. When
he learned that our hotel in his town was completely filled and that three-
fourths of the guests were motor tourists, he was amazed. All members of
the touring fraternity do not sleep in the open spaces under the stars, par-
ticularly when a good hotel is available. Authoritative statistics compiled by
the Wisconsin Highway Commission tend to show that 60 per cent of the
motor visitors stop at hotels, while another 15 per cent patronize both camps
and hotels depending upon the accommodations offered.

In a discussion of this phase of our business, the week-end tourists should
not be slighted. With a continuous stretch of concrete extending from a
point 20 miles north of Green Bay south through the state to connect at the
state line with the concrete highway system of Illinois, not to speak of the

many branch roads, we
are in a position to draw
upon a vast territory,
including the city of
Chicago, within 200
miles, a day's drive, of
our hotels. Many mo-

IJ^^ife .J_J^^ torists take advantase

* 0£ this Opp0rtunjty to

get away from the
bustling city, to drive
in security to open
country, yet spend the
night in the pleasant
surroundings offered by
our modern hotels.

Then, in addition, but still under the motorist classification, there is an
increased local business directly due to concrete roads. From Green Bay,
Fond du Lac and Milwaukee, concrete highways radiate in every direction.
Many people drive in from nearby towns — even thirty or forty miles distant
— to have Sunday dinner with us. Consequently, we conduct a sizable restau-
rant business which we do not believe we would have if our guests had to
drive over dusty or muddy or bumpy roads.

In general, motorists' patronage balances the hotel season. Commercial
travelers are more numerous in winter and most of the social activities —
conventions, banquets, dances and the like — are confined to that time of year.
While the hotel business receives many other benefits from concrete
roads, the one outlined is perhaps the greatest and has influenced our Wis-
consin hotels the most. We are decidedly in favor of hard-surface, permanent
highway construction and believe that these highways should be extended as
quickly as is practicable, not for our own interests alone, but for the public,
as the benefits of safe, economical motor transportation are innumerable.

A real welcome awaits the tourist in Milwaukee County.

December, 1924 CONCRETE HIGHWAY MAGAZINE

273

Olympia — Grays Harbor Section of
Olympic Highway Completed

By W. H. YEAGER
District Engineer, Washington Highway Department, Olympia, Wash.

ON the Pacific Coast, in the State of Washington, in that interesting
region between the inland waters of Puget Sound and the broad Pacific,
a superb highway is being built. Eventually, it will encircle the Olympic
National Forest, one of the greatest bits of unspoiled wonderland in the
United States. Situated in this vast wilderness are the Olympic Mountains,
large, beautiful lakes and hundreds of thousands of acres of virgin forest.
Now if the reader is a prospective tourist for a motor trip to Washington
next summer, he should not include the circle of the Olympic Forest in his
itinerary because he would need a flying machine to complete it. Parts of
the route, however, have been built for years and constitute some of the
most attractive drives in a state full of scenic wonders and fine highways.
Not all the completed sections are concrete but construction has been con-
centrated on the more heavily traveled routes until there are some 50 miles
of this type of highway on the Olympic Way.

The most important stretch is the road between Olympia and the twin
cities of Aberdeen and Hoquiam, on Grays Harbor Bay. Before 1924, all
but 16 miles between these cities had been paved with concrete — some as far
back as 1916. The unpaved sections were good gravel roads, but that type
does not meet the state's requirements for main travel highways. Accord-

The Olympic Highway, many sections of which are now concrete-paved, reaches some of
the most M-eiiic spots in Washington.

274

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 12

life*

A continuous stretch of concrete now carries the motorist
to the Grays Harbor Country.

ingly, the first con-
tracts to be let by the
Washington Highway
Department in 1924
comprised sections of
6 and 4.4 miles on this
route. These two
projects were awarded
March 1 1 and were
followed by the award-
ing of the only remain-
ing piece on March 25.
Concrete only was
specified. Washington
found out long ago
that concrete roads are the cheapest in the long run and adherence to its
policy has given the Washington Highway Department and the state in
general an enviable reputation among road builders and users.

All three sections which were built in 1924 are 18 feet wide, 6l/2 inches
thick, the thickness increasing to 9 inches at the edges from a point 2 feet
from the edge. The six-mile section which starts not far out of Olympia
where the north route of the Olympic Highway connects with the south line,
was under contract by F. X. McClellan of Seattle; the other two sections,
totaling 9.34 miles, were built by T. M. Morgan and Company of Seattle. The
high standards set by the state were carefully maintained on all construction.
A review of the Washington Highway Department's specifications for
concrete roads finds them sensibly critical in many respects. In addition to
the regular strength and durability requirements, both sand and gravel, regard-
less of where they are produced, must be thoroughly washed before entering
into a concrete mix. For sands, the colorimetric test is also required.

Subgrade conditions
are watched carefully.
Often it is necessary to
soak the subgrade from
12 to 36 hours before
concrete is to be placed
and again just before
concrete is placed.
This insures against
having the concrete
dry out quickly. Water
on any job is an im-
portant item. Washing-
ton specifies what size

fV^ ™ntrarfr»r'c ninp The use of the longitudinal float assures a smooth-riding
the contractor S pipe surface on Washington's highways.

December, 1924

CONCRETE HIGHWAY MAGAZINE

275

The split expansion-joint float brings the surfaces of each
section to exactly the same elevation.

line shall be to provide
ample water for sub-
grade, mixing and
curing.

Some years ago
several test sections
were built to standard-
ize joint practice with
the result that prac-
tically all cracking has
been eliminated by the
adjustment of panel
lengths to 20 and 30
feet. Longitudinal ex-
pansion joints are also
provided.

Finishing is minutely supervised. There is no panacea for an uneven
surface other than care and watchfulness. Concrete is the only pavement
that can be laid to an exact surface and this advantage should not be lost.
Once built right, the surface will remain true and even. The adoption of the
longitudinal float was a big advance in Washington's construction practice.
More than usual care is given to finishing at joints. The use of a wide float,
notched to straddle the expansion material, has proved satisfactory. But
most important is the final testing of the surface with a six-foot straightedge
after the finishers have passed along. Any variation from a true surface is
corrected at that time.

There must be plenty of water for curing and slack sprinkling is not
permitted. For years, tests have been made which show that proper curing
is all-important to insure strong and long-wearing pavement.

All these phases receive the careful attention of the state highway engi-
neers and inspectors with the result that Washington's concrete highways

are among the best
in the country.
Construction work on
Washington state high-
ways is carried on
under the direction of
State Highway Engi-
neer James Allen. The
concrete paving work
on the Olympic High-
way just described was
in direct charge of
L. A. McCloud, Resi-
dent Engineer, and of
C. O. Mannes, Assist-

A section of the Olympic Highway in Thurston County, Wash. ant Engineer.

WINTER SCENES ALONG MASS,

HUSETTS'CONCRETE ROADS

rs wwiSBQi ijgg

Canada and H9LlMML«»JUC* JC« ^ ers on request.
Cuba- =^==_=^=^^_^_= This makes con-
Yearly $1.50 Vol. VIII DECEMBER, 1924 No. 12 £? Imm^dia^

1 available and read-
Notify the Edi- Published Monthly by ers will for that

chang? of°aCdedress PORTLAND CEMENT ASSOCIATION HB5 £t£tfe
Uvery °f non~de~ HI West Washington Street - Chicago, 111. cur^eSTiues^ °f

Concrete for Permanence

Saturation — A Highway Problem

PEOPLE continue to buy automobiles. And that in spite of the fact that
the ''saturation point" has been reached and passed several times. Still
manufacturers continue to produce automobiles and trucks in ever increas-
ing numbers.

Some authorities say that there are more prospective automobile owners
in the United States today than there are motor cars registered. And they
back that statement with statistics. Saturation ? Poof !

But it begins to appear that there is a saturation point — not in the capacity
of the people to buy automobiles but in 'their opportunity to use them.

Anyone seeing the congestion on city streets and on the country highways
near the larger centers of population must know that "saturation" has become
a matter of adequate trafficways rather than of purchasing power of rolling
stock. Unless more and better highways are built and unless more and wider
streets and boulevards are opened, the automobile and the motor truck will
lose much of their value, both as factors in business and as instruments of
pleasure.

We have produced motor vehicles much more rapidly than we have
improved highways. Since 1910 motor vehicle registration has increased
more than 2,500 per cent, while highway improvement (measured in terms
of highway expenditures) has increased only a little more than 500 per cent.
In comparing the number of motor vehicles in service during 1923 with the
mileage of highways improved up to that year this interesting fact is pre-
sented: With approximately 430,000 miles of surfaced highway in the
United States and 15,000,000 motor vehicles registered, there were, at the
end of 1923, only 29 miles of improved highway for each 1,000 motor cars.
In spite of the large highway programs during the last few years, motor
vehicle production made a gain over highway production, for in 1919 there
were 40 miles of improved highway for each 1,000 motor cars registered.

The need for accelerated progress in highway improvement is evident.
Urgent action is especially necessary near the centers of population and on
important through routes where saturation is imminent. With such traffic as the
highways are called upon to bear, the ultimate widening of existing pavements
and the construction of parallel routes are inevitable.

December, 1924

CONCRETE HIGHWAY MAGAZINE

279

Most of the larger cities are now taking steps to provide relief. Com-
missions have been appointed in New York, Chicago, Detroit, Los Angeles
and in other centers to formulate plans for the relief of highway traffic
congestion. In some localities the actual work is under way and its favorable
results are already being enjoyed.

Wayne and Oakland Counties in the vicinity of Detroit have accomplished
much in the construction of parallel routes, in widening existing highways
and in undertaking the construction of a system of super-highways of ade-
quate carrying capacity. The work on the Wider Woodward Avenue project,
north of Detroit in Oakland County, Mich., where two 44-foot concrete-paved
traffic lanes are being placed on a 200-foot right-of-way, is an example of
what will be needed near large cities in the near future.

The advisability of expending vast sums of money for manufacturing,
operating and maintaining motor vehicles is seldom questioned. Expendi-
tures for adequate traffic surfaces are in reality as necessary a part of the
cost of motor transportation as is the cost of the vehicle itself. Just as long
as we continue to make and use motor vehicles at anywhere near the present
rate — just so long must we continue to extend paved highway mileage and
to improve and widen existing pavements.

Along the Concrete

280

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 12

Connecticut Highway Cleared of Snow

The photographs illus-
trate the Thomaston-Tor-
rington Road, an impor-
tant concrete-paved high-
way in Litchfield County,
Connecticut, at 10 o'clock
on the morning after a 6-
inch fall of snow. Unin-
terrupted use of the high-
way increases its earning
power.

December, 1924

CONCRETE HIGHWAY MAGAZINE

281

West Virginia Builds An Unusual
Concrete Retaining Wall

Concrete Pile Retaining Walls Resist Heavy Earth Pressures

SINCE white men first came to West Virginia, and probably many thousand
years before that, the earth on some of the steeper hillsides has been
creeping toward the valleys. So long as the avenues of communication were
only Indian trails or earth-surfaced wagon roads this creeping did little
damage. When, however, it became necessary to build a more expensive
surface to care for the increasing traffic and make deeper cuts and higher
fills to flatten the steep grades, earth slides became a serious problem.

A single slide might be only a small affair extending for a few feet along
the roadway or it might be a mile in length with thousands of cubic yards
of earth in motion,
carrying with it not £
only the highway but
trees, bushes, telephone
poles and culverts.
Each slide presented a
separate problem — a
problem which had to
be solved as economi-
cally as possible if the
road funds of the state
were not to be ex-
pended entirely in
slide prevention.

The first step was
investigation. Why was
the earth on some steep hills stable while that on others moved ? What conditions
caused slides? Holes were drilled in sliding areas to get an answer to these
questions. They showed that the core of the hills was rock; on top of the
rock was 10, 15 or 20 feet of clay and, where slides occurred, between the
rock and clay there was a layer of shale, fireclay or soapstone. During the
spring thaw the clay became a mushy semiliquid mass. Water seeped down
to the inclined layer of shale beneath and formed a greasy, slippery toboggan
down which the clay slid, sometimes slowly, sometimes rapidly. The shale
formation was composed of many thin layers so that sometimes these layers
slipped on one another and shale and clay both sought a lower level.

The ordinary cure for sliding earth is a gravity retaining wall, but in
this case such a wall was out of the question. A gravity wall founded on

Though whole hill-sides move downward, the concrete road
tenaciously holds together.

282

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 12

Cavity under concrete pavement on Butcher Hill due to
earth slide.

solid rock would be
prohibitively expensive
and one founded on
the layer of shale
would only increase the
weight on that unstable
material and speed the
slide. Some method
had to be devised to
anchor a wall to the
rock without actually
building it that deep.

West Virginia is
an oil and gas country
where well drilling is
common. Perhaps it was that circumstance which suggested the use of
concrete posts, built inside well casings, as the desired anchorage for retain-
ing walls. At any rate that is the method followed. Sometimes, when the
slip is shallow and occurs above the roadway, the concrete posts alone are
sufficient to hold the earth ; at other times wood piles are driven into the shale
to resist the downward pressure from some hillside; or the slide may be so
extensive that it is cheaper to put in a temporary pavement and let the mainte-
nance gang keep the road passable than to build any kind of protection. But
when the earth shoulder is sliding from under the pavement and permanent,
positive protection is needed, a wall anchored with concrete posts, is built.

Construction of such a wall begins with the post holes which are sunk
through the soft earth of the slip and 2 or 3 feet into the underlying rock.
An ordinary steam well drill with an 8-inch bit, working through an 8-inch
steel casing, makes the holes, which are spaced about 3 feet apart. The holes
run parallel to and
about 7 feet from the wm&am
edge of the pavement
which brings them in
the ditch line at the
foot of the standard
earth shoulder.

After the hole is
down to the proper
depth the bit is re-
moved and the casing
is filled with concrete
which is reinforced
with two ^4-inch bars
longitudinally and with

T/ . , . . 1 r Well-drilling machine sinking: casings which are later filled

%-inch Wire at 1-fOOt with concrete.

December, 1924

CONCRETE HIGHWAY MAGAZINE

283

intervals circumferentially. Then the trench in which the wall is to be built
is dug to a firm foundation, forms are erected and the concrete is placed,
encasing the posts which become an integral part of the wall.

The posts carry the weight of the wall and hold the bottom firm. Without
some further support, however, the great pressure of the earth above might
tip the wall over, so posts similar to those described are placed on the opposite
side of the roadway and tied to the upper part of the wall by four 1-inch
square steel bars encased in concrete. The tie crosses the road under the
pavement and, like the posts encased in the concrete, is invisible and un-
suspected by the casual observer.

The back of the wall is drained by a line of tile as well as by weep holes
which permit the passage of seepage water. The trench and the space
behind the wall are
filled with gravel to
within 5 feet of the
surface; the remainder
of the space is filled
with rock or shale so
that the whole area be-
tween the wall and the
pavement is thoroughly
drained.

A typical example
of wall construction is
that found on the
Elizabeth Pike east of
Parkersburg. After
this road had been
graded three years, slips developed which carried a corrugated culvert 500
feet from its original position in the right-of-way and required the removal
of 15,000 cubic yards of debris to make the road passable.

To prevent further trouble 500 feet of wall varying in height from 11 to
16 feet was built along the lower side of the road and wood piling was driven
along the upper side of the pavement for 1,300 feet. The wall cost $30 per
linear foot of protected road and the piling cost $7.

The anchored retaining wall has been in use in West Virginia since 1917,
and has been put in some bad places. So far, however, no wall of this type
has failed and there is no reason to believe they will in the future.

The concrete piles are joined in one monolithic concrete wall
which holds the earth to the hillside.

The Sixteenth National Good Roads Show

will be held in the Coliseum, Chicago, January 5-9, 1925.

Visitors will be especially welcome at Booths BR 37, 38, 48 and 49.

PORTLAND CEMENT ASSOCIATION

284

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 12

Concrete Pavement Construction in Illinois

The W. C. Meneely Contract on Route No. 2 in Shelby County

Subgrade elevation Is checked with a template

which rests on the side forms. Nails in the

bottom of the template indicate the high spots

by scratches. Note the thickened edge.

Nine-inch side forms are set to line

and grade. The ends interlock to

prevent sagging.

After the subgrade has been trimmed
and finally rolled three-quarter-inch
round painted bars are placed par-
allel to the side forms on chairs
which hold them permanently in the
correct position.

Industrial railway trains of 15 cars each are loaded with materials measured in steel
hoppers. Two cars are loaded at a time. The steel bins are kept filled by a caterpillar

wheeled crane.

December, 1924 CONCRETE HIGHWAY MAGAZINE

285

A loaded train is always ready to take its place
beside the mixer when the last batch on the
preceding; train has been dumped into the skip.

Ten sacks of cement are emptied into
each batch box. The platform on
the right serves the cars; that on the
left is used for cement hauled from
winter storage.

A home-made device is used for

spreading the calcium chloride with

which the pavement is cured.

A spreader bucket and an Ord finishing machine spread, level and finish the concrete.
The metal center strip divides the 18-foot pavement into two 9-foot strips.

286

CONCRETE HIGHWAY MAGAZINE Vol. VIII No. 12

Along the Gulf Coast

ECEMBER — and the man with the car hears the
call of the South. Like the Spanish adventurer of
old, he searches for the Fountain of Youth in a land
where wide beaches of glistening white sand merge with
a sea of turquoise blue; where gray concrete roads lead
through an eternal Summerland of southern pine, pal-
metto and live oak adrip with Spanish moss.

Extensive highway improvement in Dixie has made
the way easy. There are many miles of superlative con-
crete and all the way will be pleasant going. Whether the trail leads south
over the Magnolia Route to Biloxi or over the Dixie Highway to Jacksonville,
the miles are filled with pleasure and interest.

The South has demonstrated its traditional hospitality again. All along
the Gulf, new stretches of concrete
tell the motorist he is welcome.

There is, for instance, the exten-
sive highway work being done near
Jacksonville. A wide concrete boule-
vard is being built from Florida's
principal city to the incomparable
beaches along the Atlantic. Then, on
the way from Jacksonville to New
Orleans, there is the 43-mile stretch
of concrete leading toward Lake City.
A few miles beyond the city's bound-
ary the Spanish Old Trail becomes the modern trail of concrete. Through
forests of pine, marked with the V-shaped scars of the turpentine distiller,
the road leads west to the palm shaded public square of Lake City.

Then on, following the trail of the Spanish conquistadors through
Florida's capital city to Pensacola. Here it is well to pause a while for
Pensacola lays claim to being the Nation's oldest city, asserting that it
antedates St. Augustine by four years. Certainly there is much of historic
interest in its old forts — Barrancas, San Carols, Redoubt and others. Con-
crete roads lead out from the city in several directions, one of them to the
Gulf where there is one of the finest beaches in the country.

The

concrete-paved Old Shell Road near
Mobile.

December, 1924

CONCRETE HIGHWAY MAGAZINE

287

A hundred oars can travel abreast at low tide on Pablo Beach.

Beyond, in a westerly direction, the red clay of Florida merges into the
buff soil of the southern Alabama fruit belt. Pecans and satsumas grow in
profusion. But Mobile is just ahead — a quaint city of traditions and business
enterprises. Since 1699 when Sieur de Bienville first founded the city, five
flags have floated over Alabama's only seaport — French, English, Spanish,
American and Confederate. The narrow, old-world streets with their iron
balconies lead to a waterfront busy with the commerce of today.

More concrete smooths the way west of Mobile. Projects under way will
provide pavement to the Mississippi state line where Jackson County's con-
crete roads lead to Pascagoula. Here Longfellow found his inspiration for
the poem, "The Building of the Ship."

Now come a series of popular resort cities — Ocean Springs, Biloxi, Gulf-
port and others. The road lies close to the shore of the Gulf and its
numerous bays. Stately white mansions, rodmy, comfortable hotels and
broad beaches make it hard to overcome the temptation to linger.

But New Orleans beckons — New Orleans the city of contradictions.
Gay, vivacious, alluring, she stands on the crescent shore of the lazy
Mississippi, a city of yesterday and
of today. The broad swath cut by
Canal Street is the boundary be-
tween Past and Present. On the one
side is the busy, bustling city which
is one of the Nation's greatest sea-
ports. On the other side is the New
Orleans of the early eighteen hun-
dreds. None can walk under the
ornate iron balconies in the narrow
streets of the Vieux Carre, the old
French quarter, glance through tun-
nel-like openings into old-world court
yards, read the names of her streets—
Royal, Bienville, Carondolet, Chartres,
St. Phillipe — and dine at her world
famed restaurants without deciding
that New Orleans is a proper place The narrow 8treet8> the ornate balconie8,

to out the car in the p-arap-e lend a ch»"» of old-world flavor to New

5010.5,,. Orleans, the end of the road.

Permanent roads are
a good investment —
not an expense.

Road Building
Far Behind the
Automobile

Millions now recognize the automobile as a necessity.
It is no longer a luxury for the few. Sixty per cent of
its use is for business.

Because of this the modern paved highway has become
an economic necessity.

Yet although the mileage of Concrete Roads and
Streets has been steadily increasing, our highway
system today lags far behind the automobile. The
great majority of our highways are as out of date as the
single-track, narrow gauge railway of fifty years ago.

Such a condition not only seriously handicaps the
progress of the automobile as a comfortable, profitable
means of transportation, but also holds back commer-
cial, industrial and agricultural advancement in prac-
tically every section of the country. It is costing
taxpayers millions of dollars annually.

Highway building should be continued and enlarged
upon.

Your highway authorities are ready to carry on their
share of this great public work. But they must have
your support. Tell them you are ready to invest in
more and wider Concrete Highways now.

PORTLAND CEMENT ASSOCIATION

A National Organization to Improve and Extend the Uses of Concrete

Atlanta Denver Los Angeles New York Salt Lake City

Birmingham Des Moines Memphis Oklahoma City San Francisco

Boston Detroit Milwaukee Parkersburg Seattle

Charlotte, N. C. Indianapolis Minneapolis Philadelphia St. Louis

Chicago Jacksonville New Orleans Pittsburgh Vancouver, B. C.

Dallas Kansas City Portland, Oreg. Washington, D. C.

Printed in U. S. A.

INDEX

Concrete pavement on College Avenue,
Mas ton. Pa. — 9.2 per cent grade.

INDEX TO VOLUME VIII
1924

Advertisements Page

Concrete Pavements Are Safe for Night Driving Too 144

Concrete Protects You at Grade Crossings 216

Concrete Saves Gasoline 192

Eat Your Cake and Have It Too 96

Let's Also Build Roads They Can Praise 168

One of These 28 Offices Is Your Office 24, 48

"People Pay for Adequate Highways Whether They Have Them or Not" 264

Right on the Job 72

Road Building Far Behind the Automobile 288

Why America Must Have More Paved Highways 240

You Want the Pavement That Pays Dividends 120

Aggregates

Field Control Applied to Pavement Construction in California — PAUL E.

KRESSLY 176

Sampling Aggregates — THE INSPECTOR 74

The Story of Standard Ottawa Sand — P. S. McDouGALL 243

Alleys

Concrete Alleys Preferred in Ohio Capital 6

Concrete Is Standard Alley Pavement in Detroit — J. W. REID 219

Denver, Colo., Builds Seventy-six Miles of Concrete Alley Pavement in

Six Years " 258

Bond Issues

How Transportation Has Helped Cameron County, Texas — OSCAR C.

DANCY 153

Shall It Be Gravel or Single Track Concrete?— J. W. REESE - 105

Small Tax Builds Vermilion County's Paved Road System — P. C.

MCARDLE 55

Taxation for Highways (Editorial) 63

The Bond Market Turns Favorably for Public Construction (Filler} ... 183

Book Review

International Trade Press Publishes History of Cement Industry 255

290 CONCRETE HIGHWAY MAGAZINE Volume VIII

Boulevards Page

First Section of New Concrete Paved Hylan Boulevard Completed—

THEODORE S. OXHOLM 27

Grosse Pointe Boulevard, Grosse Pointe, Mich. (Cover Illustration).... 217

Restore Undermined Slabs at Belmar, N. J 248

West Beach Boulevard, Biloxi, Miss., Monolithic Concrete Pavement

and Sea-wall (Cover Illustration) 169

Bridges

A Concrete Bridge on the Concrete Paved Louisville-Bardstovvn Road,

Jefferson County, Ky 123

An Ingenious Design for High Bridge Abutments 232

Chelan River Gorge Spanned by Concrete Arch (Illustration) 78

Concrete Arch Bridge Built by , New York Board of Water Supply at

Ashokan Reservoir, N. Y. (Cover Illustration) 145

New Conneaut Viaduct Spans Vallev — I. R. BURKEY 247

The Old and the New (Filler) 149

Camping

"When Summer's Wealth of Glory Thick Along the Road Is Hung"... 118

Cartoons

Along the Concrete 14

Along the Concrete — "Sunday" 279

Off the Concrete 104

Charts and Diagrams

Highways and Your Tax Dollar 2

Highway Expenditures Lag Far Behind Investments in Motor Vehicles.. 15

Cement

How the Cement for Your Concrete Pavements Is Made. ".. 22

Portland Cement a Centenarian (Editorial) 38

Center Spreads

A Page of "Kinks" 133

Concrete Pavements Serve Traffic in the Oil Fields 180

Concrete Streets in Cities You Know 12

Discovering the Facts (Laboratory) 36

Maintenance 204

Replacing Cuts Through Concrete Pavements 60

Safety — A Feature of Highway Design 156

The Paving Mixer Pays Up Your Mud Tax 84

The Road to Market." 228

The Stisquehanna Trail '. 252

Winter Scenes Along Massachusetts' Concrete Roads 276

Your Personal Street (Driveways) 109

Central Proportioning

Aggregates Proportioned by Weight on Woodbury County, Iowa, Job. . . 16

Team Haul Proves Economical 43

Cities

ASTORIA, OREG.

Unusual Street Construction Problems in Astoria Solved by Con-
crete—O. A. KRATZ 184

AUDUBON, N. J.

New Jersey Borough of 10,000 Paves 60 Blocks with Concrete in 1923 102

White Horse Pike in Audubon, N. J. (Cover Illustration) 25

BELMAR, N. J.

Restore Undermined Slabs at Belmar, N. J.— WM. B. BAMFORD — 248

Index CONCRETE HIGHWAY MAGAZINE 291

Cities — Continued

BILOXI, MISS. Page

Combined Concrete Pavement and Sea-wall Serves Double Purpose

at Biloxi — JNO. J. KENNEDY 188

Monolithic Concrete Pavement and Sea-wall (Cover Illustration}... 169
CHATTANOOGA, TENN.

Round About Chattanooga 166

COLUMBUS, OHIO

Concrete Alleys Preferred in Ohio Capital 6

DENVER, COLO'.

Denver, Colo., Builds Seventy-six Miles of Concrete Alley Pavement

in Six Years 258

DETROIT, MICH.

Concrete Is Standard Alley Pavement in Detroit— T. W. REID 219

DOTHAN, ALA.

Seven Miles of Concrete Streets Contribute to Dothan, Ala., Pros-
perity—R. W. LISENBY 208

DULUTH, MINN.

Varied Pavement Requirements at Duluth Fully Met by Concrete—

JOHN WILSON ." 75

EDINBURGH, SCOTLAND

Concrete Street Serves Traffic for Half a Century — (Illustration,

Glengyle Terrace, Edinburgh'} 104

EL PASO, ILL.

Paved Streets Attract Business to El Paso, Illinois — E. WENDLAND. 116
EVERETT, WASH.

Principal Business Street in Everett, Wash., Resurfaced with Con-
crete— S. E. PAINE 225

GLENDIVE, MONT.

Eastern Montana City Modernizes Streets with Concrete Pavements

— R. H. WILLCOMB 64

GRASS VALLEY, CALIF.

California "49 'er" Town Builds Concrete Pavements — M. I. BROCK 130
INTERNATIONAL FALLS, MINN.

Logging City Has Concrete Paved Street System 160

LACKA WANNA, N. Y.

Bethlehem Steel Company's Development Has Concrete Streets—

C. W. FLENNIKEN ..." 202

LAKE CHARLES, LA.

1923 Marked Beginning of Concrete Paving in Lake Charles, La. —

E. L. GORMAN. 236

LONGVIEW, WASH.

Concrete Pavements Chosen for Longview, Wash. A City Built to

Order — WESLEY VANDERCOOK 51

LORAIN, OHIO

Concrete Construction on Increase at Lorain and in Lorain County,

Ohio— C. C. MILLER 195

MILWAUKEE, WIS.

How Concrete Is Placed in Milwaukee Street Car Track Areas.... 66
NEW ROCHELLE, N. Y.

New Rochelle Installs Concrete Sign Posts 18

NEW YORK, N. Y.

First Section of New Concrete Paved Hylan Blvd. Completed —

THEO. S. Ox HOLM 27

Beach Grass Prevents Sand Shoulders from Shifting — FRED G. LEMKE 127
NORMAN, OKLA.

Fire Protection and Bus Transportation Assured by Concrete Pave-
ments in Oklahoma's University City — JOHN G. LINDSAY 123

292 CONCRETE HIGHWAY MAGAZINE Volume VIII

Cities — Continued

PALO ALTO, CALIF. Page

Concrete Paved Streets Aid in Selling Lots in Palo Alto, Calif 45

PEEKSKILL, N. Y.

Heavy Traffic Streets in Peekskill, N. Y., Resurfaced with Concrete 79
PINE BLUFF, ARK.

Concrete Is Successful for New Pavement and for Resurfacing Old

Base in Pine Bluff, Arkansas — FRED BENNETT 90

PITTSBURGH, PA.

Concrete Pavement Carries Traffic Through Liberty Tunnels — A. C.

GUMBERT 40

SAG HARBOR, N. Y.

Prosperity Returns to Sag Harbor Over Concrete Pavements —

WARREN S. GARDNER 267

SALEM, VA.

Salem, Va., Builds Its First Concrete Street— J. P. BROOME 164

TUSCALOOSA, ALA.

Tuscaloosa, Ala., Chooses Concrete for Extensive Street Improve-
ment Program — W. H. NICHOL '. 33

VINELAND, N. J.

City Beautiful Plan Now Includes Concrete Paving — FRED KOETZ.. 222
WARWICK, N. Y.

Southern New York Village Favors Concrete Pavements — JOHN M.

DEMING ! 128

City Planning and Zoning

City Planning and Zoning (Editorial} 158

City Planning and Zoning — Their Relation to Streets and Highways

(A series of articles by Jacob L. Crane, Jr.)
I. The Relation of City Planning and Zoning to the Work of City

Officials ". 150

II. Street Location and Topography 173

III. Traffic Routing 174

IV. Street Design Controlled by Zoning. 198

V. Economy of Street Widths and Surfaces 199

Common Carrier

Improved Highways and the New Common Carrier 3

Construction — Roads

Aggregates Proportioned by Weight on Woodbury County, Iowa, Job. . 16

An Efficient Joint Bulkhead " 251

Bottomless Swamp Conquered by Concrete Road — GEO. E. McNuTT 30

Care at Joints Is Important 115

Concrete Pavement Carries Traffic Through Liberty Tunnels — A. C.

GUMBERT 40

Concrete Pavement Construction in Illinois 284

Field Control Applied to Pavement Construction in California — PAUL E.

KRESSLY 1 76

From the Old to the New in Wood County, Wisconsin — F. F. MENGEL. . 112

Half-and-half Construction, Albany County, N. Y. (Cover Illustration) 121
How Transportation Has Helped Cameron County, Texas — OSCAR C.

DANCY 153

Illinois Builds 1,000 Miles of Concrete Highway in 1923

Olympia — Grays Harbor Section of Olympic Highway Completed — W. H.

YEAGER 273

Oregon Completes First Section of Thickened Edge Design Highway... 256

Shall It Be Gravel or Single Track Concrete?— J. W. REESE. 105

Sumner County, Kansas, Paves Meridian Highway — CHAS. F. MARTIN 81

Index CONCRETE HIGHWAY MAGAZINE 293

Construction — Roads — Continued Page

Team Haul Proves Economical 43

The Inspector 26

The Inspector — Preparing the Subgrade 50

Traffic Increase Shows Value of Harbor Truck Highway — J. C. VEEN-

HUYZEN 99

Warren County, N. J., Shows Notable Progress in Concrete Road Con-
struction— H. W. VETTER 147

Widening and Thickening One of California's Heaviest Traveled High-
ways— JNO. H. SKEGGS 233

Construction — Streets

1923 Marked Beginning of Concrete Paving in Lake Charles, La. — E. L.

GORMAN 236

An Efficient Joint Bulkhead 251

Care at Joints Is Important - 115

Combined Concrete Pavement and Sea-wall Serves Double Purpose at

Biloxi — JNO. J. KENNEDY 188

Concrete Is Successful for New Pavement and for Resurfacing Old

Base in Pine Bluff, Ark.— FRED BENNETT 90

Field Control Applied to Pavement Construction in California — PAUL E.

KRESSLY 176

First Section of New Concrete Paved Hylan Boulevard Completed —

THEO. S. OXHOLM 27

New Jersey Borough of 10,000 Paves 60 Blocks with Concrete in 1923.. 102
Paved Streets Attract Business to El Paso, Illinois — E. WENDLAND.... 116

Salem, Va., Builds Its First Concrete Street-— J. P. BROOME 164

Seven Miles of Concrete Streets Contribute to Dothan, Ala., Prosperity

— R. W. LISENBY 208

The Inspector 26

Tuscaloosa, Ala., Chooses Concrete for Extensive Street Improvement

Program — W. H. NICHOL 33

Unusual Street Construction Problems in Astoria Solved by Concrete —

O. A. KRATZ 184

Construction — Walks

Construction Methods for One Course Concrete Walks 8

Contractors

Roadside Fountain Erected by Thoney Pietro Construction Co., Morgan-
town, W. Va 141

Core Drilling

X<.-\v Jersey State Highway Department Makes Complete Core Drill

Survey ':... ; 88

Costs

Small Tax Builds Vermilion County's Road System — P. C. McARDLE.. 55

Counties

ALBANY COUNTY, N. Y.

Half-and-half Construction (Cover Illustration} 121

CAMERON COUNTY, TEXAS

How Transportation Has Helped Cameron County, Texas — OSCAR C.

DANCY ..<... 153

LEWIS COUNTY, WASH.

Pacific Highway, Lewis County, Wash. (Cover Illustration) 1

LITCHFIELD COUNTY, CONN.

Connecticut Highway Cleared of Snow 280

LORAIN COUNTY, OHIO

Concrete Construction on Increase at Lorain and in Lorain County

— C. C. MILLER.. 195

294 CONCRETE HIGHWAY MAGAZINE Volume VIII

Counties — Continued

LOS ANGELES COUNTY, CALIF. Page

Traffic Increase Shows Value of Harbor Truck Highway — J. C.

VEENHUYZEN 99

LYCOMING COUNTY, PA.

Susquehanna Trail, Lycoming County, Pa. (Cover Illustration') 97

MISSISSIPPI COUNTY, MO.

Single Track Roads Aid Development of Mississippi County, Mo. —

THAD SNOW 210

PHILLIPS COUNTY, ARK.

Paved Highways the Key of Progress in Phillips County, Arkansas

— SEBASTIAN STRAUB 136

PRINCESS ANNE COUNTY, VA.

Virginia Beach Road (Cover Illustration} 73

RICHLAND COUNTY, OHIO

Increased Traffic Demands Widening of Single Track Road — E. A.

MERKLE 162

ROCKWALL COUNTY, TEXAS

Shall It Be Gravel or Single Track Concrete?— J. W. REESK 105

SCOTT COUNTY, IOWA

Scott County Boasts Largest Paved Road Mileage — J. M. MALLOY.. 259
SHELBY COUNTY, ILL.

Concrete Pavement Construction in Illinois 284

SUMNER COUNTY, KANSAS

Sumner County, Kansas, Paves Meridian Highway — CHAS. F.

MARTIN 81

VERMILION COUNTY, ILL.

Small Tax Builds Vermilion County's Paved Road System — P. C.

McARDLE 55

WARREN COUNTY, N. J.

Warren County, N. J., Shows Notable Progress in Concrete Road

Construction— H. W. VETTER 147

WASHINGTON COUNTY, WIS.

State Trunk Highway No. 15, Washington County, Wis. (Title

Illustration} 99

WEBER COUNTY, UTAH

North and South Highway, Weber County, Utah (Cover Illustration} 49
WOOD COUNTY, WIS.

From the Old to the New in Wood County, Wis.— F. F. MEXGEL 112

WOODBURY COUNTY, IOWA

Aggregates Proportioned by Weight on Woodbury County, Iowa, Job 16

Cover Illustrations

Concrete Arch Bridge Built by New York Board of Water Supply at

Ashokan Reservoir, N. Y 145

Christmas Number 265

Garner's Ferry Road near Columbia, Richland County, S. C 241

Grosse Pointe Boulevard, Grosse Pointe, Mich 217

Half-and-Half Construction, Albany County, N. Y 121

North and South Highway, Weber County, Utah 49

Pacific Highway, Lewis County, Wash 1

State Route No. 2, between Cairo and Carbondale, Illinois 193

Susquehanna Trail, Lycoming County, Pa 97

Virginia Beach Road, Princess Anne County, Va 73

West Beach Boulevard, Biloxi, Miss., Monolithic Concrete Pavement

and Sea-wall 169

White Horse Pike in Audubon, N. J 25

Cribbing

Reinforced Concrete Tie Cribbing Holds Embankment on Connecticut

Highway (Illustration} 126

Index CONCRETE HIGHWAY MAGAZINE 295

Curing Page

The Inspector— Water Supply 98

Cuts in Concrete Pavement

Replacing Cuts Through Concrete Pavements (Center Spread)... 60

Details

Details Are Important Feature in Highway Improvement 10

Safety — A Feature of Highway Design (Center Spread) 156

Development

Bethlehem Steel Company's Development Has Concrete Streets — C. W.

FLENNIKEN 202

Concrete Highways Bring Business to Wisconsin Hotels — WALTER

SCHROEDER 270

Concrete Pavements Chosen for Longview, Wash. A City Built to

Order — WESLEY VANDERCOOK 51

Concrete Paved Streets Aid in Selling Lots in Palo Alto, California 45

How Transportation Has Developed Cameron County, Texas — OSCAR C.

DANCY 153

Logging City Has Concrete Paved Street System 160

New Business for the Village (Editorial) 254

Paved Highways, the Key of Progress in Phillips County, Arkansas —

SEBASTIAN STRAUB 136

Paved Streets Attract Business to El Paso, 111. — E. WENDLAND 116

Property Owners in New Jersey Village Petition for Concrete Pave-
ments— HUGH McGowAN, JR 171

Prosperity Returns to Sag Harbor Over Concrete Pavements — WARREN S.

GARDNER 267

Scott County Boasts Largest Paved Road Mileage— J. M. MALLOY 259

Seven Miles of Concrete Streets Contribute to Dothan, Ala., Prosperity

— R. W. LISENBY 208

Single Track Roads Aid Development of Mississippi County, Mo.—

THAD SNOW 210

The Relation of City Planning and Zoning to the Work of City Officials

— JACOB L. CRANE, JR 150

Warren County, N. J., Shows Notable Progress in Concrete Road Con-
struction—H. W. VETTER 147

Driveways

Beach Grass Prevents Sand Shoulders from Shifting — FRED G. LEMKE.. 127

Roycrofters Build Concrete Driveways 250

Your Personal Street (Center Spread) 109

Editorials

"Average" vs. "Best" 159

Better Proportioning 182

Cement and "A Nation on Wheels" 230

City Planning and Zoning 158

Federal Aid Completed to October 31, 1923 39

Group Experience 110

Highway Expenditures Lag Far Behind Investments in Motor Vehicles. 15

Highway Widths 134

Motor Vehicles Plus Highways 62

New Business for the Village 254

Personally Conducted Highway Tours 135

Portland Cement a Centenarian 38

Road Conditions 207

Saturation — A Highway Problem 278

Street Yardage Awards Show Popularity of Concrete Pavement 206

Surface Finish . 135

296 CONCRETE HIGHWAY MAGAZINE Volume VIII

Editorials — Continued Page

Taxation for Highways 63

The Merry-Go-Round 86

The Problem of the Worn-Out Street 87

This Number 14

Wanderlust 110

Water Supply Ill

Filling Stations

Concrete Pit for Draining Crank Case Oil, Huntington, W. Va 129

Finishing

"Average" vs. "Best" (Editorial) 159

Surface Finish (Editorial) 135

Force Account

Bottomless Swamp Conquered by Concrete Road — GEO. E. McNuTT 30

Grade Crossings

Novel Grade Crossing Protection 269

Highways

Bottomless Swamp Conquered by Concrete Road — GEO. E. McNuxx 30

Century Old Dunes Highway Is Now a Concrete Paved Boulevard 46

Chesterton-Rock Mill Road, Kent County, Md. (Title Illustration) 243

Concrete Highways of Keystone State Give Access to Large Forest Area 69

Concrete Monuments Mark Bounds on West Virginia Highways 68

Connecticut Highway Cleared of Snow 280

Cupid Takes the Good Roads (Filler) 161

Details Are Important Feature in Highway Improvement 10

First Section of New Concrete Paved Hylan Boulevard Completed —

THEO. S. OXHOLM 27

From the Old to the New in Wood County, Wis. — F. F. MENGEL 112

Garner's Ferry Road near Columbia, Richland County, S. C. (Cover

Illustration) 241

Good Roads Are Worth Their Cost (Filler) 155

Improved Highways and the New Common Carrier 3

Motor Vehicles Plus Highways (Editorial) 62

North and South Highway, Weber County, Utah (Cover Illustration}... 49
Olympia — Grays Harbor Section of Olympic Highway Completed — W. H.

YEAGER 273

"Pacific Avenue" Paved from Vancouver, B. C., to California Line 20

Pacific Highway, Lewis County, Wash. (Cover Illustration) 1

Pacific Highway. Winter Stock Piling Speeds Construction of Pacific

Highway 140

Small Tax Builds Vermilion 'County's Paved Road System — P. C.

McARDLE ! 55

State Highway No. 1, Buchanan County, Mo. -(Title Illustration) 51

State Trunk Highway No. 15, Washington County, Wis. {Title Illus-
tration) 99

Sttmner County, Kansas, Paves Meridian Highway — CHAS. F. MARTIN.. 81

Susquehanna Trail, Lycoming County, Pa. (Cover Illustration) 97

Taxation for Highways (Editorial) 63

The Dixie Highway Through New Smyrna, Florida 267

The Phoenix-Tempe Road Through the Arizona Desert (Title Illus-
tration) 3

The Susquehanna Trail (Center Spread) 252

Touring the New Victory Highway 94

Traffic Increase Shows Value of Harbor Truck Highway — J. C. \ i-.i..\-

HUYZEN 99

Virginia Beach Road, Princess Anne County, Va. (Cover Illustration).. 73

Wauhatchie Pike — Concrete Paved (Illustration) 125

White Horsx? Pike in Audubon, N. J. (Cover Illustration) 25

Index CONCRETE HIGHWAY MAGAZINE 297

Historical Page

California "49 'er" Town Builds Concrete Pavements — M. J. BROCK 130

Cement and "A Nation on Wheels" . . '. 230

Century Old Dunes Highway Is Now a Concrete Paved Boulevard.... 46

Early Thoughts on Road Building (Filler) 71

International Trade Press Publishes History of Cement Industry 255

Portland Cement a Centenarian (Editorial) 38

The Virginia Tidewater Concrete Belt— GEO. A. RICKER 213

Hotels

Concrete Highways Bring Business to Wisconsin Hotels — WALTER

SCHROEDER 270

Inspection — "The Inspector"

1. Introduction 26

2. Preparing the Subgrade 50

3. Sampling Aggregates 74

4. Water Supply 98

5. At the Mixer 122

6. Finishing the Surface 146

7. Joints 170

8. Curing 194

9. Final Touches 218

10. Cold Weather Precautions 242

11. Some Do's and Don'ts 266

Joints

An Efficient Joint Bulkhead 251

Care at Joints Is Important ^... 115

Kinks

A Page of "Kinks" (Center Spread) 133

Laboratory

Discovering the Facts (Center Spread) 36

Research Benefits Paving Industry (Editorial) 39

Landslides

Concrete Pavement Withstands Hard Knocks 186

Maintenance

Maintenance (Center Spread) 204

Replacing Cuts Through Concrete Pavements (Center Spread) 60

Manufacture of Cement

How the Cement for Your Concrete Pavements Is Made 22

Maps

Illinois Builds 1,000 Miles of Concrete Highway in 1923 (Map) 7

Markers

Concrete Monuments Mark Bounds on West Virginia Highways 68

Marketing

The Road to Market (Center Spread) 228

Motor Bus

Improved Highways and the New Common Carrier 3

298 CONCRETE HIGHWAY MAGAZINE Volume VIII

Motor Routes Page

Along the Gulf Coast 286

A Motor Route Through Northern Minnesota (To the Woods and

Waters — Via Concrete} 191

A Tourist's Trail in the Badger State 142

Concrete Highways of Keystone State Gives Access to Large Forest Area 69

In Maine — From Portland to Lewiston — Via Concrete 221

One Hundred and Forty Minutes to the Sea 93

"Pacific Avenue" Paved from Vancouver, B. C, to California State Line 20

Round About Chattanooga 166

"Summer's Wealth of Glory" 118

The Susquehanna Trail 252

The Virginia Tidewater Concrete Belt — GEO. A. RICKER 213

Through Michigan's "Thumb District" 262

Touring the Finger Lakes Region 238

Touring the New Victory Highway 94

Motor Vehicles

Motor Vehicles Plus Highways (Editorial) 62

Saturation — A Highway Problem (Editorial) 278

Old Pavements

Concrete Street Serves Traffic for Half a Century (Glengyle Terrace,

Edinburgh) 104

Proportioning

Aggregates Proportioned by Weight on Woodbury County, Iowa, Job. . 16

Better Proportioning (Editorial) 182

Field Control Applied to Pavement Construction in California — PAUL E.

KRESSLY 176

Quality Construction

Discovering the Facts (Center Spread) 36

Research Benefits Paving Industry (Editorial) 39

Repairs

Restore Undermined Slabs at Belmar, N. J.— WM. B. BAMFORD 248

Research

Discovering the Facts (Center Spread) 36

Research Benefits Paving Industry (Editorial) 39

Resurfacing

Concrete Is Successful for the New Pavement and for Resurfacing Old

Base in Pine Bluff, Ark.— FRED BENNETT 90

Heavy Traffic Streets in Peekskill, N. Y., Resurfaced with Concrete 79

Principal Business Street in Everett, Wash., Resurfaced with Concrete —

S. E. PAINE 225

The Problem of the Worn-out Street (Editorial) 87

Retaining Walls

Reinforced Concrete Tie Cribbing Holds Embankment on Connecticut

Highway (Illustration) 126

West Virginia Builds an Unusual Concrete Retaining Wall 281

Shoulders

Beach Grass Prevents Sand Shoulders from Shifting— FRED G. LEMKE.. 127

Sign Posts

New Rochelle Installs Concrete Sign Posts 18

Safety

Novel Grade Crossing Protection 269

Safety — A Feature of Highway Design (Center Spread) 156

Index CONCRETE 'HIGHWAY MAGAZINE 299

Single Track Roads Page

Increased Traffic Demands Widening of Single Track Road — E. A.

MERKEL 162

Shall It Be Gravel or Single Track Concrete?— J. W. REESE 105

Single Track Roads Aid Development in Mississippi County, Mo. —

THAD SNOW 210

Snow Removal

Connecticut Highway Cleared of Snow 280

States

ARKANSAS

Paved Highways, the Key of Progress in Phillips County, Arkansas

— SEBASTIAN STRAUB ' 136

CALIFORNIA

Traffic Increase Shows Value of Harbor Truck Highway — J. C.

VEENHUYZEN 99

Widening and Thickening One of California's Heaviest Traveled

Highways— JNO. .H. SKEGGS 233

CONNECTICUT

Reinforced Concrete Tie Cribbing Holds Embankment on Connecticut

Highway (Illustration) 126

Connecticut Highway Cleared of Snow 280

ILLINOIS

An Ingenious Design for High Bridge Abutments 232

Illinois Builds 1,000 Miles of Concrete Highway in 1923 7

Concrete Pavement Construction in Illinois 284

KANSAS

Sumner County, Kansas, Paves Meridian Highway — CHAS. F.

MARTIN 81

MAINE

In Maine — From Portland to Lewiston Via Concrete 221

MASSACHUSETTS

Winter Scenes Along Massachusetts' Concrete Roads (Center

Spread) 276

NEW JERSEY

New Jersey State Highway Department Makes Complete Core Drill

Survey 88

Warren County, N. J., Shows Notable Progress in Concrete Road

Construction— H. W. Vetter 147

N.EW YORK

Concrete Streets in Mohawk Valley 19

Half-and-half Construction, Albany County, N. Y. (Cover Illus-
tration) 121

NORTH CAROLINA

Bottomless Swamp Conquered bv Concrete Road — GEO. E. McNuTT.. 30
OREGON

Oregon Completes First Section of Thickened Edge Design Highway 256
PENNSYLVANIA

Concrete Highways of Keystone State Give Access to Large Forest

Area 69

Susquehanna Trail, Lycoming County, Pa. (Cover Illustration) 97

TEXAS

Shall It Be Gravel or Single Track Concrete?— J. W. REESE./ 105

UTAH

North and South Highway, Weber County, Utah (Cover Illustration) 49
VIRGINIA

The Virginia Tidewater Concrete Belt— GEO. A. RICKER 213

Virginia Beach Road, Princess Anne County, Va. (Cover Illustra-
tion) 73

300 CONCRETE HIGHWAY MAGAZINE Volume VIII

States — Continued

WASHINGTON Page

Chelan River Gorge Spanned by Concrete Arch (Illustration) 78

Olympia — Grays Harbor Section of Olympic Highway Completed —

W. H. YEAGER 273

WEST VIRGINIA

Concrete Monuments Mark Bounds on W. Va. Highways 68

Concrete Pavement Withstands Hard Knocks 186

West Virginia Builds an Unusual Concrete Retaining Wall 281

WISCONSIN

A Tourist's Trail in the Badger State 142

From the Old to the New in Wood County, Wis.— F. F. MENGEL... 112
State Trunk Highway No. 15 in Washington County, Wis. (Title

Illustration) 99

Concrete Highways Bring Business to Wisconsin Hotels — WALTER

SCHROEDER 270

Statistics

Federal Aid Completed to October 31, 1923 (Editorial— Table) 39

Highways and Your Tax Dollar (Diagram) 2

Highway Expenditures Lag Far Behind Investments in Motor Vehicles

(Editorial— Chart) 15

Stock Piling

Winter Stock Piling Speeds Construction of Pacific Highway 140

Street Car Track Areas

How Concrete Is Placed in Milwaukee Street Car Track Areas 66

Streets

Concrete Streets Are Easily Cleaned 201

Concrete Streets in Cities You Know (Center Spread) 12

Concrete Streets in Mohawk Valley 19

ASTORIA, OREG.

Unusual Street Construction Problems in Astoria Solved by Con-
crete—O. A. KRATZ 184

AUDUBON, N. J.

New Jersey Borough of 10,000 Paves 60 Blocks with Concrete in 1923 102

DOTHAN, ALA.

Seven Miles of Concrete Streets Contribute to Dothan, Ala., Pros-
perity— R. W. LISENBY 208

DULUTH, MINN.

Varied Pavement Requirements at Duluth Fully Met by Concrete —

JOHN WILSON 75

EDINBURGH, SCOTLAND

Concrete Street Serves Traffic for Half a Century (Illustration—

Glengyle Terrace) 104

EL PASO, ILL.

Paved Streets Attract Business to El Paso, 111. — E. WENDLAND 116

EVERETT, WASH.

Principal Business Street in Everett, Wash., Resurfaced with Con-
crete—S. E. PAINE 225

GLENDIVE, MONT.

Eastern Montana City Modernizes Streets with Concrete Pavement

R. H. WILLCOMB '. 64

GRASS VALLEY, CALIF.

California "49 'er" Town Builds Concrete Pavements— M. J. BROCK 130
INTERNATIONAL FALLS

Logging City Has Concrete Paved Street System 160

Index CONCRETE HIGHWAY MAGAZINE 301

Streets — Continued

LACKA WANNA, N. Y. Page

Bethlehem Steel Company's Development Has Concrete Streets —

C. W. FLENNIKEN ..." 202

LAKE CHARLES, LA.

1923 Marked Beginning of Concrete Paving in Lake Charles, La. —

E. L. GORMAN 236

LONGVIEW, WASH.

Concrete Pavements Chosen for Longview, Wash. A City Built to

Order — WESLEY VANDERCOOK 51

MILWAUKEE, WIS.

How Concrete Is Placed in Milwaukee Street Car Track Areas.... 66
NORMAN, OKLA.

Fire Protection and Bus Transportation Assured by Concrete Pave-
ments in Oklahoma's University City — JOHN G. LINDSAY 123

PALO ALTO, CALIF.

Concrete-Paved Streets Aid in Selling Lots- in Palo Alto, Calif 45

PEEKSKILL, N. Y.

Heavy Traffic Streets in Peekskill, N. Y., Resurfaced with Concrete 79
PINE BLUFF, ARK.

Concrete Is Successful for New Pavement and for Resurfacing Old

Base in Pine Bluff, Ark.— FRED BENNETT 90

RIDGEFIELD PARK, N. J.

Property Owners in New Jersey Village Petition for Concrete

Pavements — HUGH McGowAN, JR 171

SALEM, VA.

Salem, Va., Builds Its First Concrete Street— J. P. BROOME 164

TUSCALOOSA, ALA.

Tuscaloosa, Ala., Chooses Concrete for Extensive Street Improve-
ment Program — W. H. NICHOL 33

VINELAND, N. J.

City Beautiful Plan Now Includes Concrete Paving — FRED KOETZ... 222
WARWICK, N. Y.

Southern New York Village Favors Concrete Pavements — JOHN M.

DEMING 128

Subgrade

Beach Grass Prevents Sand Shoulders from Shifting — FRED G. LEMKE.. 127
The Inspector (Preparing the Subgrade} 50

Taxes

Highways and Your Tax Dollar (Diagram) 2

Small Tax Builds Vermilion County's Paved Road System— P. C.

MCARDLE 55

Taxation for Highways (Editorial) 63

Team Haul

Team Haul Proves Economical 43

Tests

Discovering the Facts (Center Spread) 36

New Jersey State Highway Department Makes Complete Core Drill

Survey 88

The Story of Standard Ottawa Sand— P. S. McDouGALL 243

Title Illustrations

A Cleveland-Akron Bus on One of Ohio's Concrete-Paved Highways... 171
A Concrete Bridge on the Concrete-Paved Louisville-Bardstown Road,

Jefferson County, Kentucky , 123

302 CONCRETE HIGHWAY MAGAZINE Volume VIII

Title Illustrations— Continued Page

Amber-Otisco Road, Onondaga County, N. Y . . . . 219

.Chester-town- Rock Mill Road, Kent County, Md -....- 243

Concrete Pavement on Cahuenga Ave., Los Angeles, Calif 27

State Highway No. 1, Buchanan County, Mo ; 51

State Trunk Highway No. 15, Washington County, Wis .... 99

The Concrete-Paved Roosevelt Boulevard, Philadelphia, as Seen Through

the Windshield 75

The Dixie Highway Through New Smyrna, Florida 267

The Lincoln Highway near Gettysburg, Pa 147

The Phoenix-Tempe Road Through the Arizona Desert '........ 3

West Market Road, Hood River County, Oregon. 195

Touring

Along the Gulf Coast 286

A Tourist's Trail in the Badger State r 142

In Maine — From Portland to Lewiston Via Concrete , 221

Personally Conducted Highway Tours (Editorial) '...'. 135

Road Conditions (Editorial) 207

Round About Chattanooga 166 •

The Susquehanna Trail 252

The Virginia Tidewater Concrete Belt — GEO. A. RICKER 213

Through Michigan's "Thumb District" ' 262

To the Woods and Waters — Via Concrete. ..'.' 191

Touring the Finger Lakes Region ; 238

Traffic — Truck

Improved Highways and the New Common Carrier 3

Traffic Increase Shows Value of Harbor Truck Highway— J. C. VEEN-

HUYZEN 99

Traffic — General

Increased Traffic Demands Widening of Single Track Road — E. A. .

MERKEL !- 162

New Device Cuts Cost of Marking Traffic Lines— A. C. LAGERWALL . . . . 224

One Hundred and Forty Minutes to the Sea 93

Saturation — A Highway Problem (Editorial) 278

Traffic Routing— JACOB L. CRANE, JR 174

Tunnels

Concrete Pavement Carries Traffic Through Liberty Tunnels — A. C.

GUMBERT 40

Viaducts

New Conneaut Viaduct Spans Valley— J. R. BURKEY 247

Walks

Construction Methods for One-Course Concrete Walks 8

Water Supply

The Inspector — Water Supply ' 98

Water Supply (Editorial)

Widening

Increased Traffic Demands Widening of Single Track Road— E. A.

MERKEL 162

Saturation— A Highway Problem (Editorial) 278

Widening and Thickening One of California's Heaviest Traveled High-

-TNO. H. SKEGGS 233

Zoning

(See City Planning and Zoning.)

Index

CONCRETE HIGHWAY MAGAZINE

303

AUTHOR INDEX

Author Page

Bamford, Wm. B 248

Bennett, Fred 90

Brock, M. T : 130

Broome, J. P.. 164

Burkey, ). R 247

Crane, Jacob L., Jr 150, 173, 198

Dancy. Oscar. .C 153

1 K-ming, John M 128

Flenniken, C W 202

Gardner, Warren S 267

Gorman, E. L 236

Gumbert, A. C.. 40

Kennedy, Tno. J 188

Koetx, Fred 222

Kratz, O. A..... 184

Kressly, Paul E 176

Lagerwall, A. C 224

Lemkc, Fred G. . : 127

Lindsay, John G 123

Lisenby, R. W 208

Malloy, J. M 259

Martin. Chas. F 81

Men gel. F. F... .112

Author Page

Merkel, E. A 162

Miller, C. C 195

McArdle, P. C 55

McDougall, P. S 243

McGowan, Hugh, Jr 171

McNutt, Geo. E. 30

Nichol, W. H 33

Oxholm, Thco. S 27

Paine, S. E ; 225

Reese, I. W 105

Reid, J." W 219

Ricker, Geo. A 213

Schroeder, Walter 270

Skeggs, Jno. H 233

-Snow, Thad 210

Straub, Sebastian : 136

Vandercook, Wesley 51

Veenhuyzen, T. C 99

Vetter, H. W 147

Wendland, E 116

Willcomb, R. H 64

Willson, John 75

Yeager, W. H... 273

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